Document ID: FAA-2011-1326-0009
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2012-08-29T04:00Z

[Federal Register Volume 77, Number 168 (Wednesday, August 29, 2012)]
[Rules and Regulations]
[Pages 52212-52217]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-20763]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-1326; Directorate Identifier 2010-NM-177-AD; 
Amendment 39-17144; AD 2012-15-15]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding an existing airworthiness directive (AD) 
for certain The Boeing Company Model 757-200, -200CB, and -300 series 
airplanes. That AD currently requires initial and repetitive 
inspections of the fuselage skin and bear strap at the forward, upper 
corner of the L1 entry door cutout for cracking, and repair if 
necessary. That action also provides an optional terminating action for 
the repetitive inspections. This new AD requires additional inspections 
for airplanes having repairs or preventative modifications installed 
and inspections for certain other airplanes. This AD also adds 
airplanes to the applicability. This AD was prompted by reports of 
additional cracking in the fuselage skin. We are issuing this AD to 
detect and correct cracking of the fuselage skin and bear strap at the 
forward upper corner of the L1 entry door cutout, which could result in 
reduced structural integrity of the L1 entry door, and consequent rapid 
decompression of the airplane.

DATES: This AD is effective October 3, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of October 3, 
2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in this AD as of May 
24, 2004 (69 FR 25481, May 7, 2004).

ADDRESSES: For service information identified in this 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; Internet https://www.myboeingfleet.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, Washington. For information on the availability of 
this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document 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: Nancy Marsh, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6440; fax: 425-917-6590; email: nancy.marsh@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2004-09-32, Amendment 39-13622 (69 FR 25481, 
May 7, 2004). That AD applies to the specified products. The NPRM 
published in the Federal Register on December 29, 2011 (76 FR 81890). 
That NPRM proposed to continue to require initial and repetitive 
inspections of the fuselage skin and bear strap at the forward upper 
corner of the L1 entry door cutout for cracking, and repair if 
necessary. That NPRM also provided an optional terminating action for 
the repetitive inspections. That NPRM also proposed to require 
additional inspections for airplanes having repairs or preventative 
modifications installed and inspections for certain other airplanes. 
That NPRM also proposed to add airplanes to the applicability.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The

[[Page 52213]]

following presents the comments received on the proposal (76 FR 81890, 
December 29, 2011) and the FAA's response to each comment.

Request To Add Compliance Time for Group 2 Airplanes

    Allegiant Air requested that we revise paragraph (k) of the NPRM 
(76 FR 81890, December 29, 2011) to include a 90-day compliance time 
for airplanes in Group 2. The commenter stated that Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009, specifies a compliance time after the ``original issue date'' or 
``Revision 1 date of the service bulletin.'' Allegiant Air stated that 
Group 2 airplanes may have accumulated more than 500 flight cycles 
since August 12, 2009 (the issue date of Boeing Special Attention 
Service Bulletin 757-53-0094, Revision 1), and therefore airplanes 
would be non-compliant with the AD as soon as the AD is published.
    We partially agree with the commenter. We disagree with adding a 
90-day compliance time because paragraph (p)(1) of the AD includes an 
exception to the compliance times that refers to the dates in Boeing 
Special Attention Service Bulletin 757-53-0094, Revision 1, dated 
August 12, 2009. However, we have clarified paragraph (k) of this AD by 
referring to paragraph (p)(1) of this AD as an exception to the 
compliance times. We have also revised the language in paragraph (p)(1) 
of this AD for clarity.

Request To Change Repetitive Intervals

    American Airlines (AAL) and United Airlines (United) requested that 
we extend the repetitive intervals. AAL requested that we change the 
repetitive intervals specified in paragraphs (h) and (k) of the NPRM 
(76 FR 81890, December 29, 2011) from 1,400 flight cycles to 2,200 
flight cycles. AAL stated that they have inspected over 50 percent of 
its fleet prior to the effective date of the NPRM, and have had no 
findings. AAL believes that the repetitive interval could be extended 
without jeopardizing safety. United requested that we lengthen the 
interval of the repetitive inspections from 1,400 flight cycles to 
3,000 flight cycles, to align with normally scheduled maintenance. 
United also noted that other areas of the airplane fuselage skin shown 
in the Boeing structural repair manual (SRM) have intervals as long as 
3,000 flight cycles.
    We disagree with changing the repetitive interval as requested. A 
damage tolerance analysis of the predicted crack growth rate is used to 
establish the repetitive intervals of 1,400 flight cycles. These 
repetitive intervals must include the variability of crack growth rate 
between airplanes and include a probability of detection of the cracks 
for the method used for the inspection. The door surround structure 
appears to have higher stress levels than the other portions of the 
fuselage skin inspected by the repairs in the Boeing SRM. This is the 
main cause for the fatigue cracking addressed by Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009. The other areas of fuselage skin in the Boeing SRM have not 
demonstrated this premature fatigue cracking requiring the higher 
repetitive inspection intervals. We have determined that the 1,400 
flight cycle interval is necessary to address the identified unsafe 
condition. No change has been made to this AD in this regard; however, 
operators may request an alternative method of compliance (AMOC) 
according to the provision of paragraph (r) of this AD, if the request 
is submitted with substantiating data that proves the repetitive 
interval will provide an adequate level of safety.

Request To Add Option for Repetitive Inspection Intervals

    AAL requested that we revise the 1,400 flight cycle intervals for 
the eddy current inspection to include an option for a 1,000 flight 
cycle detailed inspection combined with a 3,000 flight cycle eddy 
current inspection to permit the eddy current inspections to be 
accomplished during normally scheduled maintenance intervals.
    We disagree. Since no analysis was provided to demonstrate that the 
proposal provides an acceptable level of safety, we disagree with 
adding the requested option. It is unlikely that an analysis would 
demonstrate that the requested 1,000 flight cycle detailed inspections 
are adequate compared to the probability of detection by the eddy 
current inspections at 1,400 flight cycles, since the eddy current 
inspection methods are used to find very small cracks not readily 
detected by the human eye. Further, the inspections of the bear strap 
structure cannot be accomplished visually since the bear strap is 
covered by the fuselage skin. According to the provisions of paragraph 
(r) of this AD, operators may request an AMOC to include an option to 
the repetitive inspection intervals, if the request is submitted with 
substantiating data that proves that the alternate method and intervals 
will provide an adequate level of safety. No change has been made to 
this AD in this regard.

Request To Revise Compliance Time

    United requested that we revise the compliance time to increase the 
time allowed after the effective date from 500 flight cycles to 1,400 
flight cycles. United stated that it would be a better transition for 
implementation of the inspections as 1,400 flight cycles would permit 
normal scheduling for the airplanes.
    We disagree with revising the compliance time. In developing an 
appropriate compliance time for this AD, we considered not only the 
safety implications, but the manufacturer's recommendations, the 
availability of required parts, and the practical aspect of 
accomplishing the inspections within an interval of time that 
corresponds to typical scheduled maintenance for affected operators. 
Under the provisions of paragraph (r) of this AD, however, we may 
consider requests for adjustments to the compliance time if data are 
submitted to substantiate that such an adjustment would provide an 
acceptable level of safety.

Request Credit for Repetitive Inspections Defined in Figure 1 of Boeing 
Special Attention Service Bulletin 757-53-0089, Dated March 18, 2004

    Delta Airlines, Inc. (Delta) requested that we revise the NPRM (76 
FR 81890, December 29, 2011) to give credit for the inspections done 
using Figure 1 of Boeing Special Attention Service Bulletin 757-53-
0089, dated March 18, 2004. This service bulletin is the appropriate 
source of service information for accomplishing the actions required by 
AD 2004-09-32, Amendment 39-13622 (69 FR 25481, May 7, 2004). Delta 
stated that the new inspections would be required in less than 500 
flight cycles after the effective date of the new AD for airplanes that 
were already on the 1,400 flight cycle repetitive inspection required 
by AD 2004-09-32.
    We disagree with this request to revise this AD. The inspections 
specified in Figure 1 in both Boeing Special Attention Service Bulletin 
757-53-0089, dated March 18, 2004; and Boeing Special Attention Service 
Bulletin 757-53-0094, Revision 1, dated August 12, 2009; are the same 
method, locations, and sections of the Boeing 757 Non-destructive 
Testing Manual. Since paragraph (f) of this AD already provides credit 
for previous accomplishment of the inspection, no change has been made 
to the AD in this regard.

[[Page 52214]]

Request To Revise Applicability

    UPS requested that we revise paragraph (c) of the NPRM (76 FR 
81890, December 29, 2011) to add the text, ``as specified in Boeing 
Special Attention Service Bulletin 757-53-0094, Revision 1, dated 
August 12, 2009.'' UPS stated that the NPRM is applicable to all Model 
757-200 airplanes.
    We agree to clarify the applicability paragraph. All Model 757-200, 
-200CB, and -300 series airplanes are affected by this AD, as specified 
in paragraph (c) of this AD. Model 757-200PF airplanes are not listed 
in the applicability and are not affected by the identified unsafe 
condition. We have clarified paragraph (c) of this AD by adding a 
sentence that specifies that Model 757-200PF series airplanes are not 
affected by this AD.

Request To Clarify Paragraph (g)(3) of the NPRM (76 FR 81890, December 
29, 2011)

    Boeing requested that we clarify paragraph (g)(3) of the NPRM (76 
FR 81890, December 29, 2011) by adding the text, ``around each fastener 
of the subject door edge corner for cracking,'' to be consistent with 
paragraphs (g)(1) and (g)(2) of the NPRM.
    We disagree with the request. Boeing Special Attention Service 
Bulletin 757-53-0094, Revision 1, dated August 12, 2009, clearly 
defines the inspection. No change has been made to the AD in this 
regard.

Request To Clarify Access Steps

    AAL requested that we add a statement to clarify the steps required 
to access the inspection area. AAL stated that this note is included in 
many Boeing service bulletins, but was not included in Boeing Special 
Attention Service Bulletin 757-53-0094, dated January 16, 2008; or 
Boeing Special Attention Service Bulletin 757-53-0094, Revision 1, 
dated August 12, 2009.
    We agree that clarification is needed. We have added paragraph 
(p)(6) to this AD to state that if it is necessary to remove more parts 
for access, you may remove those parts, but it is not necessary to 
remove all of the parts. We have also added a reference to paragraph 
(p)(6) in paragraph (k) of this AD.

Request To Clarify Paragraph (n) of the NPRM (76 FR 81890, December 29, 
2011)

    Boeing requested that we clarify paragraph (n) of the NPRM (76 FR 
81890, December 29, 2011) by revising the text from, ``a repair 
doubler, tripler, or quadrupler is installed;'' to ``a repair doubler; 
a doubler and a tripler; or a doubler, tripler, and quadrupler.'' 
Boeing stated that a tripler installation also has a doubler installed, 
and a quadrupler installation also has a doubler and a tripler 
installed. Each combination has unique inspection requirements.
    We agree that the requested text would provide clarity to the 
operators. Paragraph (n) of this AD has been revised to include the 
text, ``a repair doubler; a doubler and a tripler; or a doubler, 
tripler, and quadrupler.''

Request To Revise Compliance Time Exceptions

    Delta requested that the exceptions to certain compliance times in 
paragraph (p)(2) of the NPRM (76 FR 81890, December 29, 2011), be 
revised to include a third option of 4,000 flight cycles since 
installation of the preventive modification or repair. Delta stated 
that, by adding a third criteria of 4,000 flight cycles after 
installation, the inspection would be required at the next repetitive 
interval.
    We agree that an optional compliance time is needed. In the case of 
an airplane that has more than 37,500 total flight cycles and has had 
the modification or the required repair installed more than 24 months 
after the effective date of the AD, the inspections would be required 
immediately. We have added paragraph (p)(2)(iii) to this AD to add an 
optional compliance time of 4,000 flight cycles since installation of 
the preventive modification or repair.

Request To Permit Fastener and Material Substitution

    AAL requested that the NPRM (76 FR 81890, December 29, 2011) be 
revised to allow substitution of certain fasteners and materials as 
specified in Chapter 51 of the Boeing 757 SRM and Boeing Drawing 65-
88700.
    We partially agree with the request. We disagree because Boeing 
Drawing 65-88700 is not an FAA-approved document. However, we agree 
that the Boeing 757 SRM, which is an FAA-approved document, is an 
appropriate source of information for fastener and material 
substitution. We have added paragraph (p)(4) to this AD to allow 
fasteners and material to be substituted, as specified in Chapter 51 of 
the Boeing 757 SRM to be used as an appropriate source of information 
for fastener and material substitution. We have also revised paragraphs 
(l) and (m) of this AD to refer to this exception.

Request To Permit Fastener Grip Length Adjustment Substitution

    AAL requested that we permit fastener grip length adjustment 
substitution and washer installation for fastener grip length, as 
specified in Chapter 51 of the Boeing 757 SRM.
    We agree that Chapter 51 of the Boeing 757 SRM is an appropriate 
source for fastener grip length adjustment substitution. We have added 
paragraph (p)(5) to this AD to allow Chapter 51 of the Boeing 757 SRM 
to be used as an appropriate source of information for fastener grip 
length adjustment substitutions. We have also revised paragraphs (l) 
and (m) of this AD to refer to this exception.

Request To Allow Credit for Previous Inspections

    AAL requested that we allow credit for inspections done previously 
using Boeing Special Attention Service Bulletin 757-53-0094, dated 
January 16, 2008.
    We agree. We have added paragraph (q) to this AD to allow the 
inspections for airplanes in Group 1, Configurations 1 and 2; and Group 
2, Configuration 1; as defined in Boeing Special Attention 757-53-0094, 
Revision 1, dated August 12, 2009, done prior to the effective date of 
this AD, if done using Boeing Special Attention Service Bulletin 757-
53-0094, dated January 16, 2008. We have also updated subsequent 
paragraph identifiers accordingly.

Other Changes Made to This AD

    We have revised certain headings throughout this AD. We have also 
revised paragraph (h) of this AD to specify that the repair in 
paragraph (i) of this AD also terminates the repetitive inspections.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD 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 (76 FR 81890, December 29, 2011) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (76 FR 81890, December 29, 2011).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

[[Page 52215]]

Costs of Compliance

    We estimate that this AD affects 591 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                 Number of U.S.-
            Action               Work-hours     Average labor      Cost per        registered       Fleet cost
                                                rate per hour      airplane         airplanes
----------------------------------------------------------------------------------------------------------------
Inspections (retained actions               2             $85  $170 per                      57  $9,690 per
 from existing AD 2004-09-32,                                   inspection                        inspection
 Amendment 39-13622 (69 FR                                      cycle.                            cycle.
 25481, May 7, 2004)).
Inspection (new action)......               3              85  $255 per                     591  $150,705 per
                                                                inspection                        inspection
                                                                cycle.                            cycle.
Inspection (new action)......              15              85  $1,275 per                   591  $753,525 per
                                                                inspection                        inspection
                                                                cycle.                            cycle.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs 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 
repairs:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                Action                        Labor cost               Parts cost            Cost per product
----------------------------------------------------------------------------------------------------------------
Repair...............................  Up to 26 work-hours x    Up to $2,661...........  Up to $4,871 depending
                                        $85 = Up to $2,210.                               on configuration.
Preventive modification..............  18 work-hours x $85 =    $1,338.................  $2,868
                                        $1,530.
----------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this 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 removing airworthiness directive (AD) 
2004-09-32, Amendment 39-13622 (69 FR 25481, May 7, 2004), and adding 
the following new AD:

2012-15-15 The Boeing Company: Amendment 39-17144; Docket No. FAA-
2011-1326; Directorate Identifier 2010-NM-177-AD.

(a) Effective Date

    This airworthiness directive (AD) is effective October 3, 2012.

(b) Affected ADs

    This AD supersedes AD 2004-09-32, Amendment 39-13622 (69 FR 
25481, May 7, 2004).

(c) Applicability

    This AD applies to all The Boeing Company Model 757-200, -200CB, 
and -300 series airplanes, certificated in any category. Model 757-
200PF series airplanes are not affected by this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53: Fuselage.

(e) Unsafe Condition

    This AD was prompted by reports of additional cracking in the 
fuselage skin and bear strap at the forward upper corner of the L1 
entry door cutout. We are issuing this AD to detect and correct 
cracking of the fuselage skin and bear strap at the forward upper 
corner of the L1 entry door cutout, which could result in reduced 
structural integrity of the L1 entry door, and consequent rapid 
decompression of the airplane.

(f) Compliance

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

[[Page 52216]]

(g) Retained Initial Inspections

    This paragraph restates the requirements of paragraph (a) of AD 
2004-09-32, Amendment 39-13622 (69 FR 25481, May 7, 2004), with a 
new terminating action. For airplanes having line numbers 1 through 
90 inclusive: Within 500 flight cycles after May 24, 2004 (the 
effective date of AD 2004-09-32), or within 90 days after May 24, 
2004 (the effective date of AD 2004-09-32), whichever occurs later, 
do the inspections of the forward upper corner of the L1 entry door 
cutout specified in paragraphs (g)(1), (g)(2), and (g)(3) of this 
AD, per Part 1 of the Work Instructions of Boeing Special Attention 
Service Bulletin 757-53-0089, dated March 18, 2004, until the 
initial inspection required by paragraph (k) of this AD has been 
done. Doing the repair specified in paragraph (i) or (l) of this AD, 
or doing the preventive modification specified in paragraph (j) of 
this AD, terminates the inspections required by this paragraph.
    (1) Do a high frequency eddy current (HFEC) inspection for 
cracking of the fuselage skin around the adjacent fasteners.
    (2) Do an HFEC inspection for cracking along the edge of the 
skin and bear strap.
    (3) Do a low frequency eddy current (LFEC) inspection for 
cracking of the bear strap around each fastener.

(h) Retained: Repetitive Inspections and New Terminating Modification 
When No Crack Is Detected

    This paragraph restates the requirements of paragraph (b) of AD 
2004-09-32, Amendment 39-13622 (69 FR 25481, May 7, 2004), with a 
new terminating modification. If no crack is detected during any 
inspection required by paragraph (g) of this AD: Repeat the 
inspections required by paragraph (g) of this AD at intervals not to 
exceed 1,400 flight cycles, until the requirements of paragraph (k) 
of this AD are done. Doing the repair specified in paragraph (i) or 
(l) of this AD, or doing the preventive modification specified in 
paragraph (j) of this AD, as applicable, terminates the repetitive 
inspections required by this paragraph.

(i) Retained: Repair, With New Repair Option When Any Crack Is Detected

    This paragraph restates the requirements of paragraph (c) of AD 
2004-09-32, Amendment 39-13622 (69 FR 25481, May 7, 2004), with a 
new repair option. If any crack is detected during any inspection 
required by paragraph (g) or (h) of this AD, and Boeing Special 
Attention Service Bulletin 757-53-0089, dated March 18, 2004, 
specifies to contact Boeing for appropriate action: Before further 
flight, repair, in accordance with a method approved by the Manager, 
Seattle Aircraft Certification Office (ACO), FAA; or in accordance 
with data meeting the type certification basis of the airplane 
approved by the Boeing Commercial Airplanes Organization Designation 
Authorization (ODA) that has been authorized by the Manager, Seattle 
ACO, to make such findings; or using a method approved in accordance 
with the procedures specified in paragraph (r) of this AD. For a 
repair method to be approved, the approval must specifically 
reference this AD. Doing the repair terminates the inspections 
required by paragraphs (g) and (h) of this AD.

(j) Retained Optional Preventive Modification

    This paragraph restates the optional preventive modification 
specified in paragraph (d) of AD 2004-09-32, Amendment 39-13622 (69 
FR 25481, May 7, 2004); As an alternative to accomplishing the 
inspections required by paragraphs (g) and (h) of this AD, do the 
optional preventative modification of the forward upper corner of 
the L1 entry door cutout, and do all applicable related 
investigative/corrective actions, by accomplishing all the actions 
specified in Part 2 of the Work Instructions of Boeing Special 
Attention Service Bulletin 757-53-0089, dated March 18, 2004. 
Accomplishment of the modification constitutes terminating action 
for the inspections required by paragraphs (g) and (h) of this AD.

(k) New Inspections

    For airplanes in Group 1, Configurations 1 and 2, and Group 2, 
Configuration 1 as defined in Boeing Special Attention Service 
Bulletin 757-53-0094, Revision 1, dated August 12, 2009: Except as 
provided by paragraph (p)(1) of this AD, at the applicable times 
specified in paragraph 1.E, ``Compliance,'' of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009, do HFEC and LFEC inspections for cracking of the skin and bear 
strap at the forward upper corner of the L1 entry door cutout, in 
accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009, except as provided by paragraph (p) of this AD. Repeat the 
inspections thereafter at intervals not to exceed 1,400 flight 
cycles. Doing the initial inspection required by this paragraph 
terminates the inspections required by paragraphs (g) and (h) of 
this AD. Doing the repair specified in paragraph (l) of this AD, or 
doing the optional preventive modification specified in paragraph 
(m) of this AD, terminates the inspections required by this 
paragraph.

(l) New Terminating Repair

    If any cracking is found during any inspection required by 
paragraph (k) of this AD, before further flight, repair in 
accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009, except as required by paragraph (p) of this AD. Doing the 
repair terminates the repetitive inspections required by paragraph 
(k) of this AD.

(m) Optional Preventive Modification

    Accomplishing the optional preventive modification, in 
accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009, except as provided by paragraph (p) of this AD, terminates the 
repetitive inspections required by paragraph (k) of this AD.

(n) New Inspections and Repair

    For airplanes in Group 1, Configurations 3 and 5, and Group 2, 
Configurations 2 and 4, as identified in Boeing Special Attention 
Service Bulletin 757-53-0094, Revision 1, dated August 12, 2009, 
with a repair doubler; a doubler and a tripler; or a doubler, 
tripler, and quadrupler installed; or with a preventive modification 
doubler installed: At the applicable times specified in paragraph 
1.E, ``Compliance,'' of Boeing Special Attention Service Bulletin 
757-53-0094, Revision 1, dated August 12, 2009, except as required 
by paragraph (p)(2) of this AD, do LFEC, HFEC, and detailed 
inspections, as applicable, for cracking of the doubler, tripler, 
quadrupler, skin, bear strap, and inner chord strap, as applicable, 
in accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009. Repeat the inspections thereafter at the applicable times 
specified in paragraph 1.E., ``Compliance,'' of Boeing Special 
Attention Service Bulletin 757-53-0094, Revision 1, dated August 12, 
2009.

(o) New Repair

    If any cracking is found during any inspection required by 
paragraph (n) of this AD, before further flight, repair the crack in 
accordance with the procedures specified in paragraph (r) of this 
AD.

(p) New Exceptions to Service Bulletin Specifications

    The following exceptions apply to this AD.
    (1) Where Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated August 12, 2009, specifies a compliance time after 
the ``original issue date'' or ``Revision 1 date of the service 
bulletin,'' this AD requires compliance within the specified 
compliance time after the effective date of this AD.
    (2) Where Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated August 12, 2009, specifies doing the HFEC, LFEC, 
and detailed inspections required by paragraph (n) of this AD before 
the accumulation of 37,500 total flight cycles, this AD requires the 
inspections to be accomplished at the latest of the times specified 
in paragraphs (p)(2)(i), (p)(2)(ii), and (p)(2)(iii) of this AD.
    (i) Before the accumulation of 37,500 total flight cycles.
    (ii) Within 24 months after the effective date of this AD.
    (iii) Within 4,000 flight cycles since installation of a repair 
doubler; a doubler and a tripler; or a doubler, tripler, and 
quadrupler; or on which a preventive modification doubler is 
installed; in accordance with the Accomplishment Instructions of 
Boeing Special Attention Service Bulletin 757-53-0094, Revision 1, 
dated August 12, 2009, or in accordance with paragraph (h) of this 
AD.
    (3) Where Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated August 12, 2009, specifies contacting Boeing for 
repair instructions, this AD requires repairing in accordance with 
the procedures specified in paragraph (r) of this AD.
    (4) Where Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated

[[Page 52217]]

August 12, 2009, specifies a specific fastener and material to be 
used for accomplishing a repair, this AD allows the substitution of 
fastener and material, as specified in Chapter 51 of the Boeing 757 
Structural Repair Manual.
    (5) Where Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated August 12, 2009, specifies a specific fastener 
grip length, this AD allows substitution of a fastener grip length, 
as specified in Chapter 51 of the Boeing 757 Structural Repair 
Manual.
    (6) If it is necessary to remove more parts for access, those 
parts may be removed. If access is possible without removing 
identified parts, it is not necessary to remove all of the 
identified parts.

(q) Credit for Previous Actions

    For airplanes in Group 1, Configurations 1 and 2; and Group 2, 
Configuration 1; as defined in Boeing Special Attention 757-53-0094, 
Revision 1, dated August 12, 2009: This paragraph provides credit 
for the actions required by paragraph (k) of this AD, if those 
actions were performed before the effective date of this AD using 
Boeing Special Attention Service Bulletin 757-53-0094, dated January 
16, 2008, or using Special Attention Service Bulletin 757-53-0089, 
dated March 18, 2004.

(r) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. In accordance with 14 CFR 39.19, send your request to your 
principal inspector or local Flight Standards District Office, as 
appropriate. If sending information directly to the ACO, send it to 
ATTN: Nancy Marsh, Aerospace Engineer, Airframe Branch, ANM-120S, 
FAA, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
425-917-6440; fax: 425-917-6432; email: nancy.marsh@faa.gov.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes ODA that has been authorized by the 
Manager, Seattle ACO to make those findings. For a repair method to 
be approved, the repair must meet the certification basis of the 
airplane, and the approval must specifically refer to this AD.
    (4) AMOCs previously approved in accordance with AD 2004-09-32, 
Amendment 39-13622 (69 FR 25481, May 7, 2004), are approved as AMOCs 
for the corresponding actions specified in paragraphs (g), (h), and 
(i) of this AD.

(s) Related Information

    For more information about this AD, contact Nancy Marsh, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, 1601 Lind Avenue 
SW., Renton, Washington 98057-3356; phone: 425-917-6440; fax: 425-
917-6432; email: nancy.marsh@faa.gov.

(t) 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 
October 3, 2012.
    (i) Boeing Special Attention Service Bulletin 757-53-0094, 
Revision 1, dated August 12, 2009.
    (ii) Reserved.
    (4) The following service information was approved for IBR on 
May 24, 2004 (69 FR 25481, May 7, 2004).
    (i) Boeing Special Attention Service Bulletin 757-53-0089, dated 
March 18, 2004.
    (ii) Reserved.
    (5) For service information identified in this 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; Internet https://www.myboeingfleet.com.
    (6) You may review copies of the 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.
    (7) You may also review copies of the 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 July 23, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-20763 Filed 8-28-12; 8:45 am]
BILLING CODE 4910-13-P