This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

55027 

Vol. 82, No. 222 

Monday, November 20, 2017 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0249; Product 

Identifier 2016–NM–138–AD; Amendment 

39–19092; AD 2017–22–12] 

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 all The 

Boeing Company Model 757–200, 

–200PF, and –200CB series airplanes. 

This AD was prompted by reports of 

slats disbonding on airplanes on which 

the terminating actions of AD 2005–07– 

08 had been performed. We have also 

received reports of slats disbonding on 

airplanes outside of the applicability of 

AD 90–23–06, AD 91–22–51, and AD 

2005–07–08, which also addressed slat 

disbonding. This AD requires 

determining the type of trailing edge slat 

wedges of the leading edge slats, 

repetitive inspections for disbonding on 

certain trailing edge slat wedges, and 

corrective actions if necessary. This AD 

also provides an optional terminating 

action for the repetitive inspections. We 

are issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective December 

26, 2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 26, 2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of May 5, 2005 (70 FR 16403, 

March 31, 2005). 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; Internet 

https://www.myboeingfleet.com. You 

may view this service information at the 

FAA, Transport Standards Branch, 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–2017– 

0249. 

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–2017– 

0249; 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 final rule, 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: 

Chandra Ramdoss, Aerospace Engineer, 

Airframe Section, FAA, Los Angeles 

ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5239; fax: 562–627– 

5210; email: chandraduth.ramdoss@

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 all The Boeing Company Model 

757–200, –200PF, and –200CB series 

airplanes. The NPRM published in the 

Federal Register on April 13, 2017 (82 

FR 17773). The NPRM was prompted by 

reports of slats disbonding on airplanes 

on which the terminating actions of AD 

2005–07–08, Amendment 39–14032 (70 

FR 16403, March 31, 2005) (‘‘AD 2005– 

07–08’’) had been performed. We have 

also received reports of slats disbonding 

on airplanes outside of the applicability 

of AD 90–23–06, Amendment 39–6794 

(55 FR 46499, November 5, 1990) (‘‘AD 

90–23–06’’), AD 91–22–51, Amendment 

39–8129 (57 FR 781, January 9, 1992) 

(‘‘AD 91–22–51’’), and AD 2005–07–08, 

which also addressed slat disbonding. 

The NPRM proposed to require 

determining the type of trailing edge slat 

wedges of the leading edge slats, 

repetitive inspections for disbonding on 

certain trailing edge slat wedges, and 

corrective actions if necessary. The 

NPRM also proposed to provide an 

optional terminating action for the 

repetitive inspections. We are issuing 

this AD to prevent delamination of the 

trailing edge slat wedges of the leading 

edge slats. This delamination could 

cause loss of pieces of the trailing edge 

slat wedge assemblies during flight, 

reduction of the maneuver and stall 

margins, and consequent reduced 

controllability of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this final rule. 

The following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Support for the NPRM 

The Air Line Pilots Association, 

International and Boeing expressed 

support for the NPRM. 

Requests To Withdraw the NPRM 

American Airlines (AAL) and Delta 

Air Lines (DAL) requested that we 

provide justification for the NPRM. AAL 

stated that the condition addressed by 

the NPRM is not an airplane-level safety 

issue, and does not meet the 

requirements for rulemaking activity 

because it does not correct an unsafe 

condition. DAL stated that Boeing’s 

assessment, based on a piloted 

simulation study and pilot comments 

from flight testing, determined that the 

loss of slat wedges for slats 1 through 10 

is a non-airplane-safety issue. 

We infer that the commenters request 

that we withdraw the NPRM. We do not 

agree with the commenters’ request. We 

have assessed the safety concern and 

have determined that there is 

insufficient flight test data to 

substantiate flight control authority to 

counteract rolling moment due to the 

loss of a slat trailing edge wedge. The 

Boeing analysis did not address 

maneuvering flight and critical 

(minimum) speeds or altitudes for 

recovery. We have therefore determined 


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that there is an unsafe condition that 

must be addressed, and we are issuing 

this final rule with the changes 

described below. 

Request To Clarify the AD Applicability 

FedEx Express (FedEx) requested that 

we clarify whether the FedEx Model 757 

fleet is affected by the NPRM. FedEx 

stated that paragraph (c) of the proposed 

AD does not reflect the FedEx Model 

757–200 converted freighter 

configuration via supplemental type 

certificate (STC) ST03562AT (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/7239683609

eb1b4086257ff1004d0f2b/$FILE/ 

ST03562AT.pdf). 

We agree that clarification is 

necessary. Paragraph (c) of this AD 

includes all Boeing Model 757–200, 

–200CB, and –200PF series airplanes in 

the applicability. FedEx airplanes were 

originally delivered as Model 757–200 

series airplanes; installation of the 

freighter conversion supplemental type 

certificate on those airplanes does not 

change their airplane model 

designation. Therefore, Model 757–200 

series airplanes that are converted to a 

freighter configuration are included in 

the applicability of this AD. We have 

not changed this AD in this regard. 

Requests To Specify Applicable Service 

Information Appendixes 

United Parcel Service (UPS), United 

Airlines (UAL), and DAL requested that 

we revise paragraph (g) of the proposed 

AD to specify that the inspection of each 

trailing edge slat wedge of the leading 

edge slats is done in accordance with 

the ‘‘applicable’’ Appendixes A, B, C, 

and D of the service information. The 

commenters explained that not all of the 

appendixes of the service information 

are applicable to each slat. 

We agree with the commenters’ 

request because each appendix applies 

only to inboard slats or outboard slats. 

We have revised paragraph (g) of this 

AD accordingly. 

Request To Address OperatorProduced-and-Modified Slat Wedges 

AAL requested that we revise 

paragraph (g) of the proposed AD with 

specific wording to address operatorproduced-and-modified slat wedges that 

carry owner-operator part numbers that 

are not addressed in Boeing Special 

Attention Service Bulletin 757–57– 

0066, Revision 1, dated June 7, 2016 

(‘‘Boeing SASB 757–57–0066 R1’’). AAL 

explained that many operators have 

produced slat wedges internally, and 

there is no wording in the proposed AD 

to indicate how operator-produced 

wedges should be handled for 

inspections, terminating action, or parts 

installation limitations. 

We agree to revise paragraph (g) of 

this AD by adding that if a physical 

inspection cannot determine if a slat 

wedge is a type A or type B slat wedge, 

it must be assumed to be a type A slat 

wedge, or an alternative method of 

compliance (AMOC) can be requested in 

accordance with the procedures 

specified in paragraph (n) of this AD. 

Request To Clarify Differences Between 

the Structural Repair Manual (SRM) 

and Service Information 

UPS stated that FAA-approved SRM 

allowable damage and repairs must 

coincide fully with the service 

information specifications. UPS 

provided several examples of 

differences between the SRM and the 

service information. 

Boeing has informed us that a new 

revision of the SRM was released on 

September 20, 2017, to specify actions 

that are consistent with Boeing SASB 

757–57–0066 R1. The new SRM revision 

will have the same procedures for type 

A and type B wedges, but different 

limitations. We have not changed this 

AD in this regard. 

Requests To Clarify Compliance Time 

FedEx and Jet2.com (CEX) requested 

clarification of the compliance time in 

Table 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing SASB 757–57– 

0066 R1. FedEx explained that because 

the components are rotable, the 

compliance time should be based on 

component flight cycles or flight time 

while the component is installed onwing, and not based on airplane flight 

cycles. FedEx noted that the specified 

repetitive inspection interval is 600 

cycles or 6 months, whichever occurs 

first; FedEx interpreted this compliance 

time to mean 600 aircraft flight cycles or 

6-months calendar time. FedEx also 

recommended the 6-months calendar 

time be revised to specify ‘‘6 months of 

component on-wing time.’’ CEX stated 

that the 6-months calendar time should 

not apply to components that are sitting 

on the shelf. 

We agree to clarify the compliance 

times in this AD. The flight cycles in 

Table 6 of Boeing SASB 757–57–0066 

R1, are component flight cycles. Table 6 

of Boeing SASB 757–57–0066 R1, 

specifies the initial compliance time as 

‘‘Within 600 Trailing Edge Wedge flight 

cycles or within 6 months after the 

disbond is repaired or any previously 

accomplished repair is found, 

whichever occurs first’’ and, for the 

repetitive interval, specifies ‘‘600 

Trailing Edge Wedge flight cycles or 6 

months, whichever occurs first.’’ If the 

trailing edge wedge is moved between 

airplanes, the flight cycles on the 

trailing edge wedge need to be tracked 

separately from the airplane flight 

cycles. 

We disagree with the commenter’s 

statements that the 6-month compliance 

time for the repetitive interval is 

intended to be 6 months while the 

component is installed on-wing. The 6- 

month calendar time limitation is 

necessary because bonding corrosion is 

a primary component of damage growth 

and corrosion might occur while the 

component is off-wing. We have 

coordinated this calendar time 

limitation with Boeing. It is not 

necessary to inspect a slat wedge during 

its time in storage, but if the inspection 

interval has been surpassed, the wedge 

would require inspection before being 

returned to service. We have not 

changed this AD in this regard. 

Request To Supersede ADs 

FedEx requested that we revise the 

language in paragraph (l) of the 

proposed AD from terminating the 

requirements of other ADs to 

superseding the requirements in the 

other ADs. FedEx provided no technical 

justification for its request. 

We do not agree with the commenter’s 

request to revise the language in 

paragraph (l) of this AD. We use the 

terminology ‘‘supersedes’’ only if an AD 

action supersedes an existing AD. This 

AD is a stand-alone AD. As specified in 

paragraph (l)(1) of this AD (which we 

referred to as paragraph (l) of the 

proposed AD), accomplishing initial 

inspections required by paragraphs (g) 

and (h) of this AD on a trailing edge slat 

wedge terminates all requirements of 

AD 90–23–06, AD 91–22–51, and AD 

2005–07–08 for that slat wedge. We 

have also added paragraph (l)(2) to this 

AD to clarify that accomplishing the 

initial inspections required by 

paragraphs (g) and (h) of this AD on all 

trailing edge slat wedges terminates all 

requirements of AD 90–23–06, AD 91– 

22–51, and AD 2005–07–08 for that 

airplane. The parts installation 

limitation specified in paragraph (m) of 

this AD will then prohibit subsequent 

installation of parts that have not met 

those requirements. After the 

compliance times of this AD have 

passed, we may consider rescinding AD 

90–23–06, AD 91–22–51, and AD 2005– 

07–08. 

Request To Determine Wedge Type by 

Physical Inspection 

UPS requested that we revise the 

terminating action in paragraph (k) of 

the proposed AD by adding the 

statement ‘‘or by determining in 


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Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations 55029 

accordance with the Accomplishment 

Instructions of Boeing SASB 757–57– 

0066 R1, Appendices A, B, C, or D (as 

applicable), that the current wedge 

installed on the slat is a type B,’’ 

terminates the repetitive inspections 

required by this AD for this wedge. UPS 

stated that if the maintenance records 

are not conclusive, as stated in 

paragraph (g) of the proposed AD, 

operators must treat a wedge as a type 

A and begin repetitive inspections until 

such time as the intrusive inspections of 

Boeing SASB 757–57–0066 R1, 

Appendixes A, B, C, or D, can be 

accomplished. 

We agree with UPS’s request. A 

physical inspection in accordance with 

the Accomplishment Instructions of 

Boeing SASB 757–57–0066 R1, is also a 

way to determine the wedge type. We 

have revised paragraph (k) of this AD 

accordingly. 

Requests To Revise Terminating Action 

AAL requested that the terminating 

action in paragraph (k) of the proposed 

AD include not only installation of 

Boeing type B wedges, but also 

installation of any operator-produced or 

-modified wedge that includes the 

corrosion prevention features of the 

Boeing type B wedge. 

DAL requested that the terminating 

action specified in paragraph (k) of the 

proposed AD be revised to include any 

FAA-approved repairs to a slat trailing 

edge wedge that results in a wedge 

produced to the same build standards as 

a type B wedge. 

We do not agree with the commenters’ 

request. The addition of corrosion 

prevention features on an operatorproduced or -modified wedge is not by 

itself sufficient to make the wedge a 

type B wedge. Any operator-produced 

or -modified wedge must pass all checks 

in Appendix B or C (outboard slats) or 

Appendix A (inboard slats) of Boeing 

SASB 757–57–0066 R1. The operator 

may request approval of an AMOC by 

providing data to substantiate that the 

wedge is produced or modified to the 

Boeing drawing equivalent to a type B 

wedge. We have not changed this AD in 

this regard. 

Request To Resolve Terminating Action 

Inconsistencies 

DAL stated that it considers the 

terminating actions of paragraphs (h) 

and (j) of AD 2005–07–08, and the 

terminating actions of the proposed AD 

to be equivalent. As a result, DAL 

requested that these inconsistencies be 

resolved within the AD to substantiate 

the need for another AD on Model 757– 

200 airplane slats. 

We partially agree with DAL’s 

request. We agree that paragraph (j) of 

AD 2005–07–08 and the terminating 

action of this AD are equivalent. Both 

are replacement of wedges with type B 

wedges. We disagree that paragraph (h) 

in AD 2005–07–08 and the terminating 

actions of this AD are equivalent. The 

wedge installed as terminating action in 

paragraph (h) of AD 2005–07–08 did not 

have the core that addressed the 

disbond issue. We have revised 

paragraph (k) of this AD to include 

replacement of wedges with type B 

wedges as specified in Boeing Alert 

Service Bulletin 757–57A0063, dated 

June 26, 2003. 

Request To Evaluate Spares 

Availability 

FedEx requested that spares 

availability be evaluated prior to AD 

release to reduce the potential for 

hardship to the operators. 

We infer that the operator is 

concerned that there may be an 

insufficient supply of replacement parts 

available to operators. Boeing has 

indicated that there is a supply of new 

slat wedges available and that operators 

have rebuilt slat wedges. The need for 

new replacement parts is further 

mitigated by the allowance for operators 

to use serviceable parts. There is also a 

Boeing part demand intent form in 

Boeing SASB 757–57–0066 R1 to help 

Boeing predict the quantity and timing 

needed for Boeing-supplied parts if 

operators have a concern that their new 

part replacement needs may exceed the 

timely replacement of new parts. 

Operators concerned about spare parts 

should proactively provide this 

information to Boeing. We have not 

changed this AD in this regard. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

installation of winglets per 

supplemental type certificate (STC) 

ST01518SE does not affect the actions 

specified in the NPRM. 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

proposed AD as paragraph (c)(1) of this 

AD and added paragraph (c)(2) to this 

AD to state that installation of STC 

ST01518SE does not affect the ability to 

accomplish the actions required by this 

AD. Therefore, for airplanes on which 

STC ST01518SE is installed, a ‘‘change 

in product’’ AMOC approval request is 

not necessary to comply with the 

requirements of 14 CFR 39.17. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule 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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this final rule. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing SASB 757–57– 

0066 R1. The service information 

describes procedures for doing 

inspections on trailing edge slat wedges 

of the leading edge slats for areas of 

skin-to-core and aft edge disbonding, 

and corrective actions including 

replacement of certain slat wedges. 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 will affect 

469 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 .......... Up to 24 work-hours × $85 per 

hour = $2,040 per inspection 

cycle.

$0 Up to $2,040 per inspection cycle Up to $956,760 per inspection 

cycle. 


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We estimate the following costs to do 

any necessary 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 replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Wedge replacement (per wedge) ..................... 43 work-hours × $85 per hour = $3,655 ......... Up to $84,636 ............ Up to $88,291. 

The on-condition costs are an 

estimate of the cost of replacing a type 

A wedge with a type B wedge, which is 

a terminating action for the required 

inspections. There are up to 10 wedge 

assemblies per airplane, and the price 

range for a new assembly is $50,923 to 

$84,636 based on the information 

provided by Boeing. 

The cost of repairing a type A wedge 

cannot be estimated because damage 

type and size may vary widely. 

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. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes to the Director of the System 

Oversight Division. 

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): 

2017–22–12 The Boeing Company: 

Amendment 39–19092; Docket No. 

FAA–2017–0249; Product Identifier 

2016–NM–138–AD. 

(a) Effective Date 

This AD is effective December 26, 2017. 

(b) Affected ADs 

This AD affects AD 90–23–06, Amendment 

39–6794 (55 FR 46499, November 5, 1990) 

(‘‘AD 90–23–06’’); AD 91–22–51, 

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

1992) (‘‘AD 91–22–51’’); and AD 2005–07–08, 

Amendment 39–14032 (70 FR 16403, March 

31, 2005) (‘‘AD 2005–07–08’’). 

(c) Applicability 

(1) This AD applies to all The Boeing 

Company Model 757–200, –200PF, and 

–200CB series airplanes, certificated in any 

category. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01518SE [http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgSTC.nsf/0/38b606833

bbd98b386257faa00602538/$FILE/ 

ST01518SE.pdf] does not affect the ability to 

accomplish the actions required by this AD. 

Therefore, for airplanes on which STC 

ST01518SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of slats 

disbonding on airplanes on which the 

terminating actions of AD 2005–07–08 had 

been performed. We have also received 

reports of slats disbonding on airplanes 

outside of the applicability of AD 90–23–06, 

AD 91–22–51, and AD 2005–07–08, which 

also addressed slat disbonding. We are 

issuing this AD to prevent delamination of 

the trailing edge slat wedges of the leading 

edge slats. This delamination could cause 

loss of pieces of the trailing edge slat wedge 

assemblies during flight, reduction of the 

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) 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, Revision 1, dated June 7, 2016 (‘‘Boeing 

SASB 757–57–0066 R1’’), except as specified 

in paragraph (j)(1) of this AD: Inspect each 

trailing edge slat wedge of the leading edge 

slats in accordance with Appendixes A, B, C, 

and D of Boeing SASB 757–57–0066 R1, as 

applicable, or review the airplane 

maintenance records, to determine whether 

the slat wedge is a type A or a type B. If a 

maintenance records review cannot 

conclusively determine a slat wedge is a type 

B, it must be assumed to be a type A slat 

wedge, or a physical inspection must be done 

as specified in this paragraph. If a physical 

inspection cannot determine if a slat wedge 

is a type A or type B slat wedge, it must be 

assumed to be a type A slat wedge, or 

approval of an alternative method of 

compliance (AMOC) may be requested in 

accordance with the procedures specified in 

paragraph (n) of this AD. 


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(h) Type A Slat Wedge Repetitive 

Inspections, Related Investigative Actions, 

and Corrective Actions 

For each type A trailing edge slat wedge 

found during the inspection or records 

review required by paragraph (g) of this AD: 

At the applicable time specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing SASB 757–57– 

0066 R1, except as specified in paragraph 

(j)(1) of this AD, do an ultrasonic low 

frequency bond test inspection, a tap test 

inspection, or a through transmission 

ultrasonic (TTU) inspection for skin-to-core 

disbonds of the honeycomb area of the 

trailing edge slat wedge; do a detailed 

inspection for aft edge disbonds of the aft 

edge of the trailing edge slat wedge; do a 

general visual inspection for any previously 

accomplished repair; and do all applicable 

related investigative and corrective actions; 

in accordance with the Accomplishment 

Instructions of Boeing SASB 757–57–0066 

R1, except as specified in paragraphs (i) and 

(j)(2) of this AD. Do all applicable related 

investigative and corrective actions at the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing SASB 757–57–0066 

R1. Repeat the applicable inspections on 

each type A trailing edge slat wedge 

thereafter at the applicable intervals specified 

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

SASB 757–57–0066 R1. 

(i) Repaired Type A Slat Wedge Repetitive 

Inspections, Related Investigative Actions, 

and Corrective Actions 

(1) For each type A trailing edge slat wedge 

with any class 1 disbond repair or any 

previously accomplished repair subject to the 

Part 2 inspection as identified in Boeing 

SASB 757–57–0066 R1: At the applicable 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing SASB 757–57–0066 

R1, do an ultrasonic low frequency bond test 

inspection, a tap test inspection, or a TTU 

inspection for skin-to-core disbonds in the 

repaired area of the trailing edge slat wedge; 

and do all applicable related investigative 

and corrective actions; in accordance with 

the Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1, except as specified in 

paragraph (j)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the applicable 

inspection on each type A trailing edge slat 

wedge thereafter at the applicable interval 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1. 

(2) For each type A trailing edge slat wedge 

with any time-limited class 2 disbond repair 

as identified in Boeing SASB 757–57–0066 

R1: At the applicable time specified in 

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

SASB 757–57–0066 R1, do a detailed 

inspection for any peeling or deterioration of 

the aluminum foil tape of the repaired area 

on the trailing edge slat wedge; and do all 

applicable related investigative and 

corrective actions; in accordance with the 

Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1, except as specified in 

paragraph (j)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the applicable 

inspection on each type A trailing edge slat 

wedge thereafter at the applicable interval 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1, until a 

permanent repair is done to complete the 

actions required for the time-limited class 2 

disbond repair, specified as corrective 

actions in paragraph (h) of this AD. 

(3) For each type A trailing edge slat wedge 

with any permanent class 2 disbond repair as 

identified in Boeing SASB 757–57–0066 R1: 

At the applicable time specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing SASB 757–57– 

0066 R1, do an ultrasonic low frequency 

bond test inspection or a TTU inspection for 

any disbonding of the aft edge repaired areas; 

a detailed inspection for disbonds along the 

aft edge of the repaired areas; and do all 

applicable related investigative and 

corrective actions; in accordance with the 

Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1, except as specified in 

paragraph (j)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the applicable 

inspection on each type A trailing edge slat 

wedge thereafter at the applicable interval 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1. 

(4) For each type A trailing edge slat wedge 

with any class 3 or class 4 disbond repair, or 

any previously accomplished repair subject 

to Part 5 inspection as identified in Boeing 

SASB 757–57–0066 R1: At the applicable 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing SASB 757–57–0066 

R1, do the applicable actions specified in 

paragraphs (i)(4)(i) and (i)(4)(ii) of this AD. 

(i) For any class 3 disbond repair with a 

repair doubler common to the aft edge of the 

trailing edge slat wedge; for any previously 

accomplished repair with a repair doubler 

common to the aft edge of the trailing edge 

slat wedge; and for any class 4 disbond 

repair: Do an ultrasonic low frequency bond 

test inspection or a TTU inspection for any 

disbonding of the aft edge repaired areas; a 

detailed inspection for disbonds along the aft 

edge of the repaired areas; and do all 

applicable related investigative and 

corrective actions; in accordance with the 

Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1, except as specified in 

paragraph (j)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the applicable 

inspection on each type A trailing edge slat 

wedge thereafter at the applicable interval 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1. 

(ii) For any class 3 disbond repair without 

a repair doubler common to the aft edge of 

the trailing edge slat wedge; and for any 

previously accomplished repair without a 

repair doubler common to the aft edge of the 

trailing edge slat wedge: Do an ultrasonic low 

frequency bond test inspection, a tap test 

inspection, or a TTU inspection for skin-tocore disbonds of the honeycomb area of the 

trailing edge slat wedge in the repaired area; 

and do all applicable related investigative 

and corrective actions; in accordance with 

the Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1, except as specified in 

paragraph (j)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the applicable 

inspection on each type A trailing edge slat 

wedge thereafter at the applicable interval 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1. 

(j) Exceptions To Service Information 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing SASB 757–57–0066 R1, specifies a 

compliance time ‘‘after the Revision 1 date of 

this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) If any disbonding is found during any 

inspection required by this AD, and Boeing 

SASB 757–57–0066 R1, specifies to contact 

Boeing for appropriate action: Before further 

flight, repair the disbonding using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

(k) Optional Terminating Action for 

Repetitive Inspections 

Replacing a type A trailing edge slat wedge 

with a type B trailing edge slat wedge 

terminates the repetitive inspections required 

by this AD for that wedge if the replacement 

is done in accordance with the 

Accomplishment Instructions of Boeing 

SASB 757–57–0066 R1; or Boeing Alert 

Service Bulletin 757–57A0063, dated June 

26, 2003; or by determining, in accordance 

with the Accomplishment Instructions of 

Boeing SASB 757–57–0066, Rl, Appendixes 

A, B, C, and D (as applicable), that the 

current wedge installed on the slat is a type 

B. 

(l) Terminating Action for Certain Other ADs 

(1) Accomplishing the initial inspections 

required by paragraphs (g) and (h) of this AD 

on a trailing edge slat wedge terminates all 

of the requirements of AD 90–23–06, AD 91– 

22–51, and AD 2005–07–08 for that slat 

wedge. 

(2) Accomplishing the initial inspections 

required by paragraphs (g) and (h) of this AD 

on all trailing edge slat wedges terminates all 

of the requirements of AD 90–23–06, AD 91– 

22–51, and AD 2005–07–08. 

(m) Parts Installation Limitation 

As of the effective date of this AD: A 

replacement type A wedge may be installed 

provided that the initial and repetitive 

inspections and all applicable related 

investigative and corrective actions specified 

in paragraphs (h) and (i) of this AD are done 

within the applicable compliance times 

specified in paragraphs (h) and (i) of this AD. 

(n) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO Branch, 

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 

certification office, send it to the attention of 

the person identified in paragraph (o) of this 

AD. Information may be emailed to: 9-ANMLAACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 


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55032 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations 

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, Los Angeles 

ACO Branch, 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. 

(4) Except as required by paragraph (j)(2) 

of this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (n)(4)(i) and (n)(4)(ii) of this AD 

apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. If a step or substep is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

substep. An AMOC is required for any 

deviations to RC steps, including substeps 

and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(o) Related Information 

For more information about this AD, 

contact Chandra Ramdoss, Aerospace 

Engineer, Airframe Section, FAA, Los 

Angeles ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5239; fax: 562–627–5210; 

email: chandraduth.ramdoss@faa.gov. 

(p) 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. 

(3) The following service information was 

approved for IBR on December 26, 2017. 

(i) Boeing Special Attention Service 

Bulletin 757–57–0066, Revision 1, dated June 

7, 2016. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on May 5, 2005 (70 FR 

16403, March 31, 2005). 

(i) Boeing Alert Service Bulletin 757– 

57A0063, dated June 26, 2003. 

(ii) Reserved. 

(5) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster Blvd., 

MC 110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; Internet https://

www.myboeingfleet.com. 

(6) You may view this service information 

at the FAA, Transport Standards Branch, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(7) 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/ibrlocations.html. 

Issued in Renton, Washington, on October 

20, 2017. 

Dionne Palermo, 

Acting Director, System Oversight Division, 

Aircraft Certification Service. 

[FR Doc. 2017–23989 Filed 11–17–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–1023; Product 

Identifier 2017–NM–144–AD; Amendment 

39–19104; AD 2017–23–10] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Aviation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2017–19– 

17, which applied to certain Dassault 

Aviation Model FALCON 900EX and 

FALCON 2000EX airplanes. AD 2017– 

19–17 required revising the airplane 

flight manual (AFM) to include 

procedures to follow when an airplane 

is operating in icing conditions. AD 

2017–19–17 also required a detailed 

inspection of the wing anti-ice system 

ducting for the presence of a diaphragm, 

and follow-on actions (replacement of 

ducting or re-identification of the 

ducting part marking). This new AD 

retains the actions required by AD 

2017–19–17, and corrects the follow-on 

actions for certain airplanes. This AD 

was prompted by a determination that 

the follow-on actions specified in AD 

2017–19–17 were incorrect for certain 

airplanes. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective December 1, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 27, 2017 (82 FR 44305, 

September 22, 2017). 

We must receive comments on this 

AD by January 2, 2018. 

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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this final rule, contact Dassault Falcon 

Jet Corporation, Teterboro Airport, P.O. 

Box 2000, South Hackensack, NJ 07606; 

telephone 201–440–6700; Internet 

http://www.dassaultfalcon.com. You 

may view this referenced service 

information at the FAA, Transport 

Standards Branch, 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–2017– 

1023. 

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–2017– 

1023; 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 street address for 

the Docket Office (telephone 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: Tom 

Rodriguez, Aerospace Engineer, 

International Section, Transport 

Standards Branch, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1137; fax 425–227– 

1149. 

SUPPLEMENTARY INFORMATION: 


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