Federal Register / Vol. 74, No. 121 / Thursday, June 25, 2009 / Proposed Rules 30245 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0571; Directorate 

Identifier 2009–NM–004–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 777 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Boeing Model 777 series airplanes. This 

proposed AD would require inspections 

for scribe lines in the skin along lap 

joints, butt joints, certain external 

doublers, and the large cargo door 

hinges; and related investigative and 

corrective actions if necessary. This 

proposed AD results from reports of 

scribe lines found at lap joints and butt 

joints, around external doublers, and at 

locations where external decals had 

been cut. We are proposing this AD to 

detect and correct scribe lines, which 

can develop into fatigue cracks in the 

skin. Undetected fatigue cracks can 

grow and cause sudden decompression 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by August 10, 2009. 

ADDRESSES: You may send comments 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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, 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, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; 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 or 425–227–1152. 

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 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

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–2009–0571; Directorate Identifier 

2009–NM–004–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 a report indicating 

that scribe lines have been found by one 

operator on one Model 777 airplane. On 

this airplane, scribe lines were found 

around the edges of the area where a 

large decal had been installed. The 

operator believed that the scribe lines 

were made when the decal was 

removed. No cracks were found at the 

scribe line locations. On other airplane 

models, scribe lines appear to have been 

made when sealant was removed as part 

of preparation of the airplane for 

repainting, and in some cases resulted 

in significant cracking. Although no 

such cracking has been found on Model 

777 airplanes, fatigue cracks can 

develop in the skin at scribe line 

locations and have been found on some 

airplane models. Such fatigue cracks, if 

not corrected, could grow large and 

cause sudden decompression of the 

airplane. 

Related ADs 

This proposed AD is similar to two 

existing ADs. AD 2006–07–12, 

amendment 39–14539 (71 FR 16211, 

March 31, 2006), applies to Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. AD 

2007–19–07, amendment 39–15198 (72 

FR 60244, October 24, 2007), applies to 

all Boeing Model 757–200, –200PF, and 

–200CB series airplanes. Those ADs 

require inspections to detect scribe lines 

in the fuselage skin at certain lap joints, 

butt joints, external repair doublers, and 

other areas; and related investigative/ 

corrective actions if necessary. Those 

actions resulted from reports of fuselage 

skin cracks adjacent to the skin lap 

joints on airplanes that had scribe lines. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 777–53A0054, dated 

August 7, 2008. The service bulletin 

describes procedures for exploratory 

detailed inspections to detect scribe 

lines in affected lap joint and butt joint 

locations, external repair doubler 

locations, and large cargo door hinges. 

The service bulletin specifies removing 

paint and sealant from affected areas 

before the initial exploratory inspection. 

The compliance time for the exploratory 

inspections is 15,000, 32,000, or 45,000 

total flight cycles (depending on the 

inspection location). 

The service bulletin specifies related 

investigative and corrective actions. The 

related investigative actions include 

performing repetitive detailed, high 

frequency eddy current, or ultrasonic 

inspections of the scribe lines to detect 

cracks, and the corrective actions 

include repairing scribe lines and 

cracks. The service bulletin specifies to 

repair cracks before further flight. 

The service bulletin specifies 

repairing scribe lines before further 

flight, except when a limited return to 

service (LRTS) program for qualifying 

scribe lines would allow return to 

service for a limited period before scribe 

lines are repaired. The LRTS program 

includes repetitive inspections to detect 

cracks where scribe lines are found. To 

qualify for an LRTS program, scribe 

lines must meet certain criteria based on 

their depth and location. The service 

bulletin specifies final repair by using 

the structural repair manual or 


sroberts on PROD1PC70 with PROPOSALS
30246 Federal Register / Vol. 74, No. 121 / Thursday, June 25, 2009 / Proposed Rules 

contacting Boeing for instructions, 

which would eliminate the need for the 

repetitive inspections of the LRTS 

program. The repetitive intervals for the 

LRTS program range from 1,200 to 5,000 

flight cycles, depending on the depth 

and location of the scribe lines and the 

configuration of the airplane. 

The service bulletin notes that certain 

inspections would not be required 

under the following conditions: 

• The airplane had never been 

stripped or repainted. 

• The area under the wing-to-body 

fairings had never been stripped or 

repainted. 

• For each repair, the airplane had 

never been stripped or repainted since 

the repair was installed. 

• No sealant had been removed 

except in accordance with the specified 

sealant removal processes as given in 

Appendix A of the service bulletin. 

• No fillet seal exists at a certain lap 

joint or was previously removed from 

that lap joint. 

The service bulletin specifies 

submitting inspection results to Boeing. 

The service bulletin also provides 

procedures for addressing scribe lines 

detected before the initial inspection 

threshold. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and Service Bulletin.’’ 

This proposed AD would also require 

sending the results of the exploratory 

inspections to Boeing. 

Differences Between the Proposed AD 

and Service Bulletin 

Where the note below Table 6 in 

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

Alert Service Bulletin 777–53A0054, 

dated August 7, 2008, specifies to 

‘‘contact Boeing for inspection 

requirements for operation beyond 

60,000 total flight-cycles after first 

repaint,’’ this AD proposes to require 

contacting the FAA for inspection 

requirements for those airplanes. 

Where the service bulletin specifies 

contacting the manufacturer for 

instructions on how to repair certain 

conditions, this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 129 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. A workhour estimate is not available for the 

inspection for an external repair doubler 

since the inspection required can be 

different depending on the in-service 

repair history of the airplane. This 

inspection affects up to 129 U.S.- 

registered airplanes. 

TABLE—ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Exploratory Inspection ............................ 9 to 34 ......... $80 None ........... $720 to $2,720 129 $92,880 to 

$350,880. 

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), and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 adding 

the following new AD: 

Boeing: Docket No. FAA–2009–0571; 

Directorate Identifier 2009–NM–004–AD. 

Comments Due Date 

(a) We must receive comments by August 

10, 2009. 


sroberts on PROD1PC70 with PROPOSALS
Federal Register / Vol. 74, No. 121 / Thursday, June 25, 2009 / Proposed Rules 30247 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 777 

series airplanes, certificated in any category, 

as identified in Boeing Alert Service Bulletin 

777–53A0054, dated August 7, 2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of scribe 

lines found at lap joints and butt joints, 

around external doublers, and at locations 

where external decals had been cut. We are 

issuing this AD to detect and correct scribe 

lines, which can develop into fatigue cracks 

in the skin. Undetected fatigue cracks can 

grow and cause sudden decompression of the 

airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection 

(g) At the applicable times specified in 

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

Alert Service Bulletin 777–53A0054, dated 

August 7, 2008, except as provided in 

paragraphs (h) and (j) of this AD, do detailed 

exploratory inspections for scribe lines in the 

skin along lap joints, butt joints, certain 

external doublers, and the large cargo door 

hinges. Do all applicable related investigative 

and corrective actions at the times specified 

in the service bulletin, by accomplishing all 

actions specified in the Accomplishment 

Instructions of the service bulletin, except as 

provided by paragraph (i) of this AD. 

Note 1: The inspection exemptions 

described in NOTES 1.–5. in paragraph 1.E. 

of Boeing Alert Service Bulletin 777– 

53A0054, dated August 7, 2008, apply to this 

AD. 

Exceptions to Service Bulletin Specifications 

(h) Where Boeing Alert Service Bulletin 

777–53A0054, dated August 7, 2008, 

specifies a compliance time after the date on 

the service bulletin, this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(i) Where Boeing Alert Service Bulletin 

777–53A0054, dated August 7, 2008, 

specifies to contact Boeing for appropriate 

action, accomplish applicable actions using a 

method approved in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

(j) Where paragraph 1.E. of Boeing Alert 

Service Bulletin 777–53A0054, dated August 

7, 2008, specifies to ‘‘contact Boeing for 

inspection requirements for operation 

beyond 60,000 total flight-cycles after first 

repaint,’’ for those airplanes, this AD requires 

contacting the Manager, Seattle Aircraft 

Certification Office (ACO), for all inspection 

requirements of this AD. 

Report 

(k) At the applicable time specified in 

paragraph (k)(1) or (k)(2) of this AD: Submit 

a report of the findings (both positive and 

negative) of the inspections required by 

paragraph (g) of this AD. You may use 

Appendix B of Boeing Alert Service Bulletin 

777–53A0054, dated August 7, 2008. Send 

the report to Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124– 

2207. The report must contain, at a 

minimum, the inspection results, a 

description of any discrepancies found, the 

airplane serial number, and the number of 

flight cycles and flight hours on the airplane. 

Under the provisions of the Paperwork 

Reduction Act (44 U.S.C. 3501 et seq.), the 

Office of Management and Budget (OMB) has 

approved the information collection 

requirements contained in this AD and has 

assigned OMB Control Number 2120–0056. 

(1) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(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. Send information to ATTN: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6577; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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. 

Issued in Renton, Washington, on June 17, 

2009. 

Dorr M. Anderson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–14991 Filed 6–24–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0574; Directorate 

Identifier 2009–CE–028–AD] 

RIN 2120–AA64 

Airworthiness Directives; DORNIER 

LUFTFAHRT GmbH Models 228–100, 

228–101, 228–200, 228–201, and 228– 

202 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

A stub axle failure of the main landing gear 

on a Dornier 228–200 aeroplane was reported 

to RUAG Aerospace. Investigations revealed 

that the fracture of the axle—manufacturer 

Part Number (P/N) A–511000B28B was due 

to fatigue. Already in the year 1993 two 

failures of P/N A–511000B28B axles 

occurred. Those events led in 1994 the 

Luftfahrt-Bundesamt—Germany’s National 

Aviation Authority—to publish 

Airworthiness Directive (AD) D–1994–042 to 

mandate the replacement of A–511000B28B 

axles by improved-design axle with P/N A– 

511000C28B (Dornier Luftfahrt GmbH 

Service bulletin 228–214). 

It is believed that a misinterpretation of the 

Dornier 228 repair/maintenance 

documentation caused inadvertent 

installation of A–511000B28B axle on the 

accident aeroplane’s main landing gear with 

P/N A–511000C00F. This configuration was 

not approved for installation and was 

therefore not addressed by LBA AD D–1994– 

042 or Dornier SB–228–214. 

The actions specified in this Airworthiness 

Directive are intended to prevent main 

landing gear failure, which could result in 

loss of control of the aeroplane during 

landing operations. 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by July 27, 2009. 

ADDRESSES: You may send comments 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. 


sroberts on PROD1PC70 with PROPOSALS