Document ID: FAA-2017-0249-0012
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2017-11-20T05:00Z

[Federal Register Volume 82, Number 222 (Monday, November 20, 2017)]
[Rules and Regulations]
[Pages 55027-55032]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-23989]

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

[[Page 55027]]

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: [email protected].

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

[[Page 55028]]

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/0/7239683609eb1b4086257ff1004d0f2b/$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 Operator-Produced-and-Modified Slat Wedges

    AAL requested that we revise paragraph (g) of the proposed AD with 
specific wording to address operator-produced-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 on-wing, 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

[[Page 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 operator-produced 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
----------------------------------------------------------------------------------------------------------------
                                                                                                Cost on U.S.
            Action                   Labor cost         Parts cost      Cost per product          operators
----------------------------------------------------------------------------------------------------------------
Inspections..................  Up to 24                           $0  Up to $2,040 per      Up to $956,760 per
                                work[dash]hours x                      inspection cycle.     inspection cycle.
                                $85 per hour =
                                $2,040 per
                                inspection cycle.
----------------------------------------------------------------------------------------------------------------

[[Page 55030]]

    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 x $85 per      Up to $84,636.........  Up to $88,291.
                                      hour = $3,655.
----------------------------------------------------------------------------------------------------------------

    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

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

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/0/38b606833bbd98b386257faa00602538/$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.

[[Page 55031]]

(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-to-core 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: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager

[[Page 55032]]

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: [email protected].

(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/ibr-locations.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