Federal Register / Vol. 78, No. 127 / Tuesday, July 2, 2013 / Proposed Rules 39633 

per pound (1/500) or $0.004409 per kg 

or $0.4409 cents per kg. (1/226.8). 

Supplemental Assessment of 5/10 of 

One Percent of the Value of the Cotton 

Converted to Kilograms 

The 2012 calendar year weighted 

average price received by producers for 

Upland cotton is $0.768 per pound or 

$1.693 per kg. (0.768 × 2.2046). 

Five tenths of one percent of the 

average price equals $0.008467 per kg. 

(1.693 × 0.005). 

Total Assessment 

The total assessment per kilogram of 

raw cotton is obtained by adding the $1 

per bale equivalent assessment of 

$0.004409 per kg. and the supplemental 

assessment $0.008467 per kg., which 

equals $0.012876 per kg. 

The current assessment on imported 

cotton is $0.014109 per kilogram of 

imported cotton. The revised 

assessment in the direct final rule is 

$0.012876, a decrease of $0.001233 per 

kilogram. This decrease reflects the 

decrease in the average weighted price 

of Upland cotton received by U.S. 

Farmers during the period January 

through December 2012. 

Import Assessment Table in section 

1205.510(b)(3) indicates the total 

assessment rate ($ per kilogram) due for 

each HTS number that is subject to 

assessment. This table must be revised 

each year to reflect changes in 

supplemental assessment rates. In the 

direct final rule, AMS amends the 

Import Assessment Table. AMS also 

compared the current import assessment 

table with the U.S. International Trade 

Commission’s (ITC) 2013 HTS and 

information from U.S. Customs and 

Border Protection and identified two 

HTS statistical reporting numbers that 

no longer exist in the HTS and that have 

been changed by ITC. In the direct final 

rule, AMS is amending the following 

HTS statistical reporting numbers for 

consistency with published ITC 

numbers: 

2012 HTS codes Revised 2013 

HTS codes 

5513390015 ...................... 5513390115 

5513390091 ...................... 5513390191 

AMS believes that these amendments 

are necessary to assure that assessments 

collected on imported cotton and the 

cotton content of imported products are 

the same as those paid on domestically 

produced cotton. Accordingly, changes 

reflected in this rule should be adopted 

and implemented as soon as possible 

since it is required by regulation. 

The amendment proposed by this 

notice is the same as the amendment 

contained in the direct final rule. Please 

refer to the preamble and regulatory text 

of the direct final rule for further 

information and the actual text of the 

amendment. Statutory review and 

Executive Orders for this proposed rule 

can be found in the SUPPLEMENTARY

INFORMATION section of the direct final 

rule. 

A 30-day comment period is provided 

to comment on the changes to the 

Cotton Board Rules and Regulations 

proposed herein. This period is deemed 

appropriate because this rule would 

decrease the assessments paid by 

importers under the Cotton Research 

and Promotion Order. An amendment is 

required to adjust the assessments 

collected on imported cotton and the 

cotton content of imported products to 

be the same as those paid on 

domestically produced cotton. 

Accordingly, the change in this rule, if 

adopted, should be implemented as 

soon as possible. 

Authority: 7 U.S.C. 2101–2118. 

Dated: June 25, 2013. 

Rex A. Barnes, 

Associate Administrator. 

[FR Doc. 2013–15625 Filed 7–1–13; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0541; Directorate 

Identifier 2011–NM–097–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

three existing airworthiness directives 

(ADs) that apply to The Boeing 

Company Model 757–200, –200PF, and 

–200CB series airplanes. The existing 

ADs currently require repetitive 

inspections and audible tap tests of the 

upper and lower skins of the trailing 

edge wedges on certain slats, and 

related investigative and corrective 

actions if necessary. Since we issued 

these ADs, we have received reports of 

slats disbonding on airplanes on which 

the terminating actions of the existing 

ADs were completed and also reports of 

slats disbonding on airplanes outside of 

the applicability of the existing ADs. 

This proposed AD would require a 

determination of the type of trailing 

edge wedges of the leading edge slats, 

repetitive inspections on certain trailing 

edge wedges for areas of skin-to-core 

disbonding, and corrective actions if 

necessary. This proposed AD would 

also provide an optional terminating 

action for the repetitive inspections. 

This AD would revise the applicability 

of the existing ADs to include additional 

airplanes. We are proposing this AD to 

prevent delamination of the trailing 

edge wedge of the leading edge slats, 

possible loss of pieces of the trailing 

edge wedge assembly during flight, 

reduction of the reduced maneuver and 

stall margins, and consequent reduced 

controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by August 16, 2013. 

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 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 

review copies of the 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 


emcdonald on DSK67QTVN1PROD with PROPOSALS
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FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6440; 

fax: 425–917–6590; email: 

Nancy.Marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–0541; Directorate Identifier 

2011–NM–097–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On October 23, 1990, we issued AD 

90–23–06, Amendment 39–6794 (55 FR 

46499, November 5, 1990), for certain 

Boeing Model 757 series airplanes, 

which requires close visual inspections 

of the trailing edge wedges on the 

leading edge slats to detect 

delamination and physical damage, and 

replacement or repair of defective parts 

if necessary. 

On December 18, 1991, we issued AD 

91–22–51, Amendment 39–8129 (57 FR 

781, January 9, 1992), for certain Boeing 

Model 757 series airplanes, which 

requires repetitive inspections to detect 

delamination of or physical damage to 

the trailing edge wedges on the leading 

edge wing slats, and repair if necessary. 

On March 22, 2005, we issued AD 

2005–07–08, Amendment 39–14032 (70 

FR 16403, March 31, 2005), for certain 

Boeing Model 757–200 and –200PF 

series airplanes, which requires 

repetitive inspections and audible tap 

tests of the upper and lower skins of the 

trailing edge wedges on certain slats, 

and related investigative and corrective 

actions if necessary. This AD also 

provides an optional terminating action 

for the repetitive inspections and 

audible tap tests, which consists of 

replacing the trailing edge wedge 

assemblies with new, improved wedge 

assemblies. 

Those ADs resulted from multiple 

reports of damage to the leading edge 

slats. We issued those ADs to prevent 

delamination of the leading edge slats, 

possible loss of pieces of the trailing 

edge wedge assembly during flight, 

reduction of the reduced maneuver and 

stall margins, and consequent reduced 

controllability of the airplane. 

Actions Since Existing ADs Were Issued 

Since we issued AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, 

March 31, 2005), we have received 

reports of slat disbonding on airplanes 

on which the optional terminating 

action of AD 2005–07–08 was 

completed, and also reports of slats 

disbonding on airplanes outside of the 

applicability of the existing ADs. 

Additionally, the manufacturer has 

developed a new terminating action, 

which, when accomplished, terminates 

the repetitive inspections of AD 90–23– 

06, Amendment 39–6794 (55 FR 46499, 

November 5, 1990); AD 91–22–51, 

Amendment 39–8129 (57 FR 781, 

January 9, 1992); and AD 2005–07–08. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 757–57– 

0066, dated April 5, 2011. For 

information on the procedures and 

compliance times, see this service 

information at http:// 

www.regulations.gov by searching for 

Docket No. FAA–2013–0541. 

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 retain all 

requirements of AD 90–23–06, 

Amendment 39–6794 (55 FR 46499, 

November 5, 1990); AD 91–22–51, 

Amendment 39–8129 (57 FR 781, 

January 9, 1992); and AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, 

March 31, 2005). This proposed AD 

would add airplanes to the applicability 

statement. This proposed AD would 

also require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Information.’’ Accomplishment of the 

new initial proposed inspection and 

applicable corrective actions would 

terminate the existing requirements. 

The phrase ‘‘related investigative 

actions’’ might be used in this proposed 

AD. ‘‘Related investigative actions’’ are 

follow-on actions that: (1) Are related to 

the primary actions, and (2) are actions 

that further investigate the nature of any 

condition found. Related investigative 

actions in an AD could include, for 

example, inspections. 

In addition, the phrase ‘‘corrective 

actions’’ might be 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. 

Change to Existing AD 90–23–06, 

Amendment 39–6794 (55 FR 46499, 

November 5, 1990) 

This proposed AD would retain all 

the requirements of AD 90–23–06, 

Amendment 39–6794 (55 FR 46499, 

November 5, 1990). Since AD 90–23–06 

was issued, the AD format has been 

revised, and certain paragraphs have 

been rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 90–23–06, 

Amendment 39–6794 

(55 FR 46499, 

November 5, 1990) 

Corresponding requirement in this proposed AD 

paragraph (A) paragraph (g)(1). 

paragraph (B) paragraph (g)(2). 

paragraph (C) paragraph (g)(3). 

paragraph (D) paragraph (h). 

Change to Existing AD 91–22–51, 

Amendment 39–8129 (57 FR 781, 

January 9, 1992) 

The corresponding paragraph 

identifiers also have been changed for 

AD 91–22–51, Amendment 39–8129 (57 

FR 781, January 9, 1992), and are listed 

in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 91–22–51, 

Amendment 39–8129 

(57 FR 781, January 

9, 1992) 

Corresponding requirement in this proposed AD 

paragraph (a) paragraph (i)(1). 

paragraph (a)(1) paragraph 

(i)(1)(i). 

paragraph (a)(2) paragraph 

(i)(1)(ii). 

paragraph (b) paragraph (i)(2). 

paragraph (c) paragraph (j). 

Change to Existing AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, 

March 31, 2005) 

This proposed AD also would retain 

all the requirements of AD 2005–07–08, 


emcdonald on DSK67QTVN1PROD with PROPOSALS
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Amendment 39–14032 (70 FR 16403, 

March 31, 2005). Since AD 2005–07–08 

was issued, the AD format has been 

revised, and certain paragraphs have 

been rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 2005–07–08, 

Amendment 39–14032 

(70 FR 16403, March 

31, 2005) 

Corresponding requirement in this proposed AD 

paragraph (f) paragraph (k). 

paragraph (g) paragraph (l). 

paragraph (h) paragraph (m). 

REVISED PARAGRAPH IDENTIFIERS— 

Continued 

Requirement in 

AD 2005–07–08, 

Amendment 39–14032 

(70 FR 16403, March 

31, 2005) 

Corresponding requirement in this proposed AD 

paragraph (i) paragraph (n). 

paragraph (j) paragraph (o). 

Differences Between the Proposed AD 

and the Service Information 

Boeing Special Attention Service 

Bulletin 757–57–0066, dated April 5, 

2011, 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 640 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspection/test [retained actions from existing ADs].6 work-hours × $85 per hour 

= $510 per inspection cycle.

$0 $510 per inspection cycle ...... $326,400 per inspection 

cycle. 

Inspection/test [new proposed 

action].

Up to 20 work-hours × $85 

per hour = $1,700 per inspection cycle.

0 Up to $1,700 per inspection 

cycle.

Up to $1,088,000 per inspection cycle. 

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 have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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 

removing airworthiness directive (AD) 

90–23–06, Amendment 39–6794 (55 FR 

46499, November 5, 1990); AD 91–22– 

51, Amendment 39–8129 (57 FR 781, 

January 9, 1992); and AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, 

March 31, 2005), and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2013–0541; Directorate Identifier 2011– 

NM–097–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by August 16, 2013. 

(b) Affected ADs 

This AD supersedes AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, March 

31, 2005); AD 91–22–51, Amendment 39– 

8129 (57 FR 781, January 9, 1992); and AD 

90–23–06, Amendment 39–6794 (55 FR 

46499, November 5, 1990). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 757–200, –200PF, and 

–200CB series airplanes, certificated in any 

category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of slat 

disbonding on airplanes that had performed 

the terminating actions of an AD; and we 

have received reports of slats disbonding on 

airplanes outside of the applicability of the 

existing ADs. We are issuing this AD to 

prevent delamination of the trailing edge 


emcdonald on DSK67QTVN1PROD with PROPOSALS
39636 Federal Register / Vol. 78, No. 127 / Tuesday, July 2, 2013 / Proposed Rules 

wedge of the leading edge slats, possible loss 

of pieces of the trailing edge wedge assembly 

during flight, reduction of the reduced 

maneuver and stall margins, and consequent 

reduced controllability of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections of 

Trailing Edge Wedges 

This paragraph restates the requirements of 

paragraphs A., B., and C. of AD 90–23–06, 

Amendment 39–6794 (55 FR 46499, 

November 5, 1990). 

(1) For Model 757 series airplanes, line 

numbers 001 through 091: Prior to the 

accumulation of 11,000 flight hours, or 

within the next 10 calendar days after 

September 21, 1990 (the effective date of 

telegraphic AD T90–20–51), whichever 

occurs later, perform a close detailed visual 

inspection of the trailing edge wedges on all 

the leading edge slats for delamination and 

physical damage, in accordance with Boeing 

Alert Service Bulletin 757–57A0038, dated 

September 21, 1990; Boeing Alert Service 

Bulletin 757–57A0038, Revision 1, dated 

September 25, 1990; or Boeing Alert Service 

Bulletin 757–57A0038, Revision 2, dated 

October 10, 1990. 

Note 1 to paragraph (g)(1) of this AD: 

Telegraphic AD T90–20–51 was sent directly 

to owners and operators of the affected 

airplanes on September 21, 1990. AD T90– 

20–51 was not published in the Federal 

Register, because it was promptly superseded 

by AD 90–23–06, Amendment 39–6794 (55 

FR 46499, November 5, 1990). 

(2) For Model 757 series airplanes, line 

numbers 092 through 158: Prior to the 

accumulation of 11,000 flight hours, or 

within the next 10 calendar days after 

November 19, 1990 (the effective date of AD 

90–23–06, Amendment 39–6794 (55 FR 

46499, November 5, 1990)), whichever occurs 

later, perform a close detailed visual 

inspection of the trailing edge wedges on all 

the leading edge slats for delamination and 

physical damage, in accordance with Boeing 

Alert Service Bulletin 757–57A0038, dated 

September 21, 1990; Boeing Alert Service 

Bulletin 757–57A0038, Revision 1, dated 

September 25, 1990; or Boeing Alert Service 

Bulletin 757–57A0038, Revision 2, dated 

October 10, 1990. 

(3) Repeat the inspections required by 

paragraph (g)(1) or (g)(2) of this AD, as 

applicable, at intervals not to exceed 300 

flight hours. Doing the initial inspection and 

applicable corrective actions required by 

paragraph (p) of this AD terminates the 

requirements of paragraph (g) of this AD. 

(h) Retained Repair or Replacement for 

Paragraph (g) of This AD 

This paragraph restates the repair or 

replacement required by paragraph D. of AD 

90–23–06, Amendment 39–6794 (55 FR 

46499, November 5, 1990). If delamination 

and/or physical damage are found during any 

inspection required by paragraph (g) of this 

AD, prior to further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (u) of this 

AD or replace with new parts. Doing the 

initial inspection and applicable corrective 

actions required by paragraph (p) of this AD 

terminates the requirements of paragraph (h) 

of this AD. 

(i) Retained Repetitive Inspections for 

Certain Airplanes 

This paragraph restates the repetitive 

inspections required by paragraphs (a) and 

(b) of AD 91–22–51, Amendment 39–8129 

(57 FR 781, January 9, 1992). For Model 757 

series airplanes, line numbers 140 through 

335, accomplish the following: 

(1) Perform a close detailed visual 

inspection of the trailing edge wedges of slats 

1 through 4 and 7 through 10, for 

delamination and physical damage, in 

accordance with Boeing Alert Service 

Bulletin 757–57A0045, dated October 16, 

1991, at the times specified below, until the 

initial inspection and applicable corrective 

actions required by paragraph (p) of this AD 

are accomplished. 

(i) For airplanes that have accumulated 

5,000 or more flight hours as of January 24, 

1992 (the effective date AD 91–22–51, 

Amendment 39–8129 (57 FR 781, January 9, 

1992)): Within the next 10 calendar days after 

January 24, 1992, and thereafter at intervals 

not to exceed 300 flight hours. 

(ii) For airplanes that have accumulated 

less than 5,000 flight hours as of January 24, 

1992 (the effective date AD 91–22–51, 

Amendment 39–8129 (57 FR 781, January 9, 

1992)): Within the next 300 flight hours after 

January 24, 1992, and thereafter at intervals 

not to exceed 300 flight hours. 

(2) Within the next 300 flight hours after 

January 24, 1992 (the effective date of AD 91– 

22–51, Amendment 39–8129 (57 FR 781, 

January 9, 1992), perform a ‘‘coin-tap’’ 

inspection of the trailing edge wedges of slats 

1 through 4 and 7 through 10 for 

delamination and physical damage, in 

accordance with Boeing Alert Service 

Bulletin 757–57A0045, dated October 16, 

1991. Repeat this inspection at intervals not 

to exceed 1,500 flight hours. 

(j) Retained Repair or Replacement for 

Paragraph (i) of This AD 

This paragraph restates the repair or 

replacement required by paragraph (c) of AD 

91–22–51, Amendment 39–8129 (57 FR 781, 

January 9, 1992). If delamination and/or 

physical damage are found as a result of the 

inspections required by paragraph (i)(1) or 

(i)(2) of this AD, prior to further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (u) of 

this AD or replace with new parts. If a repair 

is accomplished or if new parts are installed, 

the inspections required by paragraphs (i)(1) 

and (i)(2) of this AD must be continued. 

Doing the initial inspection and applicable 

corrective actions in paragraph (p) of this AD 

terminates the requirements of paragraphs (i) 

and (j) of this AD. 

(k) Retained Repetitive Inspections and 

Tests 

This paragraph restates the repetitive 

inspections and tests required by paragraph 

(f) of AD 2005–07–08, Amendment 39–14032 

(70 FR 16403, March 31, 2005). 

(1) For Model 757–200 and –200PF series 

airplanes identified in Boeing Alert Service 

Bulletin 757–57A0063, dated June 26, 2003: 

Within 18 months after May 5, 2005 (the 

effective date of AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, March 

31, 2005)), do a detailed inspection and an 

audible tap test of the upper and lower skins 

of the trailing edge wedges on slats No. 2 

through No. 4 inclusive and No. 7 through 

No. 9 inclusive, for evidence of damage or 

cracking, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–57A0063, dated June 

26, 2003. Repeat the detailed inspection and 

audible tap test thereafter at intervals not to 

exceed 18 months. Doing the initial 

inspection and applicable corrective actions 

in paragraph (p) of this AD terminates the 

requirements of paragraph (k) of this AD. 

(2) For the purposes of this AD, a detailed 

inspection is: ‘‘An intensive examination of 

a specific item, installation, or assembly to 

detect damage, failure, or irregularity. 

Available lighting is normally supplemented 

with a direct source of good lighting at an 

intensity deemed appropriate. Inspection 

aids such as mirror, magnifying lenses, etc., 

may be necessary. Surface cleaning and 

elaborate procedures may be required.’’ 

(l) Retained Related Investigative and 

Corrective Actions 

This paragraph restates the related 

investigative and corrective actions required 

by paragraph (g) of AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, March 

31, 2005). If any damage or cracking is found 

during any inspection or audible tap test 

required by paragraph (k) of this AD: Before 

further flight, do the related investigative 

action, if applicable, and replace the affected 

part with a new trailing edge wedge assembly 

or repair the affected part, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–57A0063, dated 

June 26, 2003. Accomplishing the 

replacement terminates the repetitive 

inspections and audible tap tests required by 

paragraph (k) of this AD for that wedge 

assembly only. Doing the initial inspection 

and applicable corrective actions in 

paragraph (p) of this AD terminates the 

requirements of paragraph (l) of this AD. 

(m) Retained Credit for Previous Actions 

This paragraph restates the credit for 

actions accomplished previously as specified 

in paragraph (h) of AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, March 

31, 2005). This paragraph provides credit for 

the actions required by paragraph (k) of this 

AD, if those actions were performed before 

May 5, 2005 (the effective date of AD 2005– 

07–08, Amendment 39–14032 (70 FR 16403, 

March 31, 2005)) using all of the actions 

specified in the Accomplishment 

Instructions of Boeing Service Bulletin 757– 

57A0038, Revision 5, dated July 16, 1992; or 

Boeing Service Bulletin 757–57A0038, 

Revision 6, dated November 10, 1994; in 

conjunction with the use of BMS 5–137 

adhesive. 

(n) Retained Parts Installation Limitations 

This paragraph restates the parts 

installation limitation of paragraph (i) of AD 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 127 / Tuesday, July 2, 2013 / Proposed Rules 39637 

2005–07–08, Amendment 39–14032 (70 FR 

16403, March 31, 2005), with new actions. 

For Model 757–200 and –200PF series 

airplanes identified in Boeing Alert Service 

Bulletin 757–57A0063, dated June 26, 2003: 

As of May 5, 2005 (the effective date of AD 

2005–07–08), no trailing edge wedge 

assembly having a part number listed in the 

‘‘Existing Part Number’’ column of the table 

in paragraph 2.C.3. of Boeing Alert Service 

Bulletin 757–57A0063, dated June 26, 2003, 

may be installed on any airplane, unless it 

has been inspected, tested, and had any 

necessary corrective actions accomplished in 

accordance with paragraphs (k) and (l) of this 

AD or in accordance with paragraphs (p) and 

(q) of this AD. As of the effective date of this 

AD, no part identified in this paragraph may 

be installed on any airplane unless it has 

been inspected, tested, and had all applicable 

corrective actions accomplished in 

accordance with paragraphs (p) and (q) of 

this AD. 

(o) Retained Optional Terminating Action 

This paragraph restates the optional 

terminating action previously specified in 

paragraph (j) of AD 2005–07–08, Amendment 

39–14032 (70 FR 16403, March 31, 2005). 

Replacing all trailing edge wedge assemblies 

with new, improved wedge assemblies (type 

B) in accordance with Part III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–57A0063, dated June 

26, 2003, terminates the requirements of 

paragraph (k) of this AD. 

(p) New Inspection To Determine Slat Wedge 

Type 

At the applicable time specified in 

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

Special Attention Service Bulletin 757–57– 

0066, dated April 5, 2011, except as specified 

in paragraph (s) of this AD: Do an inspection 

of the trailing edge wedges of the leading 

edge slats, or a review of airplane 

maintenance records, to determine whether 

each slat wedge is a type A or a type B, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 757–57–0066, dated April 5, 

2011. 

(q) New Type A Slat Wedge Repetitive 

Inspections and Corrective Actions 

For each type A trailing edge slat wedge 

found during the inspection or records 

review required by paragraph (p) of this AD: 

At the applicable time specified in paragraph 

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

Attention Service Bulletin 757–57–0066, 

dated April 5, 2011, except as specified in 

paragraph (s) of this AD, do an ultrasonic or 

tap test inspection for disbonds of each 

leading edge slat trailing edge wedge, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 757–57–0066, dated April 5, 

2011. Repeat the inspection thereafter at 

intervals not to exceed 3,000 flight cycles or 

24 months, whichever occurs first. 

(1) For any disbond found during any 

inspection required by paragraph (q) of this 

AD that is less than or equal to 1.50 inches 

in maximum dimension, and is located more 

than or equal to 1.0 inch from the edge of the 

panel, and is located more than or equal to 

4 times the disbond maximum dimension, 

measured edge to edge, from adjacent 

damage: Within 600 flight cycles after the 

disbond was found, do the inspection 

required by paragraph (q) of this AD of the 

disbond area, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–57– 

0066, dated April 5, 2011. Repeat the 

inspection thereafter at intervals not to 

exceed 600 flight cycles. Within 3,000 flight 

cycles after the disbond was found: Repair 

the disbond, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–57– 

0066, dated April 5, 2011: or replace the 

affected trailing edge slat wedge using a 

method approved in accordance with the 

procedures specified in paragraph (u) of this 

AD. 

(2) For any disbond found during any 

inspection required by paragraph (q) of this 

AD that is more than 1.50 inches in 

maximum dimension, or is located less than 

1.0 inch from the edge of the panel, or is 

located less than 4 times the disbond 

maximum dimension, measured edge to 

edge, from adjacent damage: Before further 

flight, repair or replace using a method 

approved in accordance with the procedures 

specified in paragraph (u) of this AD. 

(r) Repetitive Inspections of Certain 

Replaced or Repaired Wedges 

(1) For any trailing edge slat wedge that is 

replaced with a type A wedge: Within 3,000 

flight cycles after the replacement or within 

24 months after the replacement, whichever 

occurs first, do the actions required by 

paragraph (q) of this AD on the replaced type 

A trailing edge slat wedge. Repeat the 

inspection thereafter at intervals not to 

exceed 3,000 flight cycles or 24 months, 

whichever occurs first. 

(2) For any trailing edge type A slat wedge 

that is repaired: Within 600 flight cycles after 

the repair, do the actions required by 

paragraph (q) of this AD on the repaired area. 

Repeat the inspection thereafter at intervals 

not to exceed 600 flight cycles. 

(s) Exception to Compliance Time 

Where Paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

757–57–0066, dated April 5, 2011, 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’’. 

(t) New Terminating Actions 

(1) Doing the initial inspection specified in 

paragraph (q) of this AD and applicable type 

A trailing edge slat wedge repair or 

replacement, in accordance with the actions 

specified in paragraph (q)(1) or (q)(2) of this 

AD, terminates the requirements of 

paragraphs (g), (h), (i), (j), (k), and (l) of this 

AD. 

(2) Replacing a type A wedge with a type 

B wedge using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD terminates the 

repetitive inspections of a type A trailing 

edge slat wedge of the leading edge required 

by paragraph (q) of this AD. 

(u) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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 the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-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, Seattle 

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. 

(4) AMOCs approved previously in 

accordance with the ADs specified in 

paragraphs (u)(4)(i), (u)(4)(ii), and (u)(4)(iii) 

of this AD are approved as AMOCs for the 

corresponding provisions of this AD. 

(i) AD 90–23–06, Amendment 39–6794 (55 

FR 46499, November 5, 1990). 

(ii) AD 91–22–51, Amendment 39–8129 (57 

FR 781, January 9, 1992). 

(iii) AD 2005–07–08, Amendment 39– 

14032 (70 FR 16403, March 31, 2005). 

(v) Related Information 

(1) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6440; fax: 425–917– 

6590; email: Nancy.Marsh@faa.gov. 

(2) 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; phone: 206–544– 

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

Internet: https://www.myboeingfleet.com. 

You may review copies of the 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. 

Issued in Renton, Washington, on June 14, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–15694 Filed 7–1–13; 8:45 am] 

BILLING CODE 4910–13–P 


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