Rule2022-12818
Airworthiness Directives; The Boeing Company Airplanes
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
June 15, 2022
Effective
July 20, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by a report of the loss of the nuts at all four fastener locations common to the outboard flap inboard support rear spar attachment fittings, which affects the retention feature of the fasteners and leaves the fasteners susceptible to migrating out of the joint. This AD requires repetitive detailed inspections for discrepancies of the fasteners and shim of the wing rear spar at certain outboard flap supports; a detailed inspection for damage of the shim, flap support mechanism, and wing lower skin; installation of new fasteners and shims; and repair or replacement of damaged parts. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 115 (Wednesday, June 15, 2022)</title>
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[Federal Register Volume 87, Number 115 (Wednesday, June 15, 2022)]
[Rules and Regulations]
[Pages 36055-36058]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-12818]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2021-1020; Project Identifier AD-2021-00864-T;
Amendment 39-22055; AD 2022-11-05]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain The Boeing Company Model 777 airplanes. This AD was prompted by
a report of the loss of the nuts at all four fastener locations common
to the outboard flap inboard support rear spar attachment fittings,
which affects the retention feature of the fasteners and leaves the
fasteners susceptible to migrating out of the joint. This AD requires
repetitive detailed inspections for discrepancies of the fasteners and
shim of the wing rear spar at certain outboard flap supports; a
detailed inspection for damage of the shim, flap support mechanism, and
wing lower skin; installation of new fasteners and shims; and repair or
replacement of damaged parts. The FAA is issuing this AD to address the
unsafe condition on these products.
DATES: This AD is effective July 20, 2022.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of July 20,
2022.
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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may view this service information at the
FAA, Airworthiness Products Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For information on the availability of
this material at the FAA, call 206-231-3195. It is also available at
<a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No.
FAA-2021-1020.
Examining the AD Docket
You may examine the AD docket at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No.
[[Page 36056]]
FAA-2021-1020; or in person at Docket Operations between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays. The AD docket
contains this final rule, any comments received, and other information.
The address for Docket Operations is 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: Luis Cortez, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: (206) 231-3958; email: <a href="/cdn-cgi/l/email-protection#08447d617b2649264b677a7c6d7225457d666172486e6969266f677e"><span class="__cf_email__" data-cfemail="a0ecd5c9d38ee18ee3cfd2d4c5da8dedd5cec9dae0c6c1c18ec7cfd6">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to certain The Boeing
Company Model 777 airplanes. The NPRM published in the Federal Register
on December 28, 2021 (86 FR 73706). The NPRM was prompted by a report
of the loss of the nuts at all four fastener locations common to the
outboard flap inboard support rear spar attachment fittings, which
affects the retention feature of the fasteners and leaves the fasteners
susceptible to migrating out of the joint. In the NPRM, the FAA
proposed to require repetitive detailed inspections for discrepancies
of the fasteners and shim of the wing rear spar at certain outboard
flap supports; a detailed inspection for damage of the shim, flap
support mechanism, and wing lower skin; installation of new fasteners
and shims; and repair or replacement of damaged parts. The FAA is
issuing this AD to address the resulting inability of the outboard flap
support to sustain limit load, and potential loss of the outboard flap.
Loss of the fastener retention feature in the rear spar attachment may
lead to a severed joint at the forward attachment point, leading to
separation of the support fitting, which could cause damage and
consequent reduced controllability and reduced structural integrity of
the airplane.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from the Air Line Pilots Association,
International (ALPA), Boeing, and an individual, who supported the NPRM
without change.
The FAA received additional comments from three commenters,
including Air France, United Airlines (UAL), and FedEx. The following
presents the comments received on the NPRM and the FAA's response to
each comment.
Request To Extend Compliance Time
Air France asked that the FAA change the threshold and interval for
the inspections to match a heavy maintenance visit, or keep the current
repeat intervals but change the scheduling rule to use ``whichever
occurs later'' for the specified compliance time. Air France stated
that Boeing has identified the root cause to be a significant cyclical
compression load that leads to the loss of fastener clamp up, so the
issue seems to be related more to flight cycles than flight length. Air
France added that with the 777 fleet used mostly for long-haul
operations, its airplanes will quickly reach the flight-hour threshold.
Air France noted that in the referenced service information, replacing
damaged parts specifies installation of new fasteners and shims common
to all four outboard flap support locations at the same time, which
will impact maintenance and could delay the aircraft's return to
service.
The FAA does not agree with the commenter's request to extend the
compliance time threshold and interval for the inspections. The FAA
determined that the compliance time, as proposed, represents the
maximum interval of time allowable for the affected airplanes to
continue to safely operate before the initial and repetitive
inspections and on-condition actions are done. If the inspection
interval were based on maintenance schedules, which vary among
operators, there would be no assurance that the airplane would be
inspected and repaired during that maximum interval. In addition, in
developing an appropriate compliance time, the FAA coordinated with the
manufacturer to provide a compliance time with an acceptable level of
safety. However, under the provisions of paragraph (i) of this AD, the
FAA will consider requests for approval of an extension of the
compliance time, if sufficient data are submitted to substantiate that
the change would provide an acceptable level of safety. The FAA has not
changed this AD in this regard.
Request To Allow Alternate Terminating Actions
Air France asked that the FAA provide separate terminating action
for the left-hand wing (outboard flap support number 1 and 2) and the
right-hand wing (outboard flap support number 7 and 8). Air France
asserted that depending on the inspection results, terminating action
can be accomplished or scheduled during two different maintenance
opportunities: (1) when a defect is found on outboard flap support
number 1, the modification should be completed as corrective action at
position numbers 1 and 2 only; and (2) when no defect is found on
outboard flap support numbers 7 and 8, the terminating action can be
postponed and performed before the mandated threshold. Air France added
that if a defect is found, the referenced service information specifies
to modify all four outboard flap support locations at the same time,
which will have an impact on maintenance and could delay the aircraft's
return to service.
FedEx asked that the proposed AD mandate the terminating action
only for flap support locations with findings. FedEx stated that Boeing
Alert Requirements Bulletin 777-57A0123 RB, dated July 8, 2021,
specifies accomplishment of the terminating action at all four flap
support locations even if there are inspection findings at only one
location.
The FAA does not agree with the commenters' requests to allow
alternative terminating actions. The FAA coordinated with the
manufacturer regarding the corrective action, and determined that the
terminating action for the inspection findings as specified in the
proposed AD provides the necessary level of safety. Under the
provisions of paragraph (i) of this AD, however, the FAA will consider
requests for approval of alternative terminating action, if sufficient
data are submitted to substantiate that the change would provide an
acceptable level of safety. The FAA has not changed this AD in this
regard.
Request To Include Changes in Information Notice
FedEx and UAL asked that the proposed AD allow for loosening of the
two bolts on the adjacent flap support mechanism beam, as specified in
the proposed changes in Boeing Service Bulletin Information Notice 777-
57A0123 IN 01, dated September 14, 2021, to ensure better
accomplishment of the required inspection and provide further access to
clean and inspect the flap support. FedEx stated that based on
experience with modifying 777F airplanes, the changes will ensure that
the safety objectives of the service information are met. FedEx noted
that approved data published in the B777 Structural Repair Manual
contains this proposed language.
The FAA does not agree with the commenters' requests. The changes
[[Page 36057]]
proposed in the referenced information notice have not been approved by
the FAA. However, under the provisions of paragraph (i) of this AD, the
FAA will consider requests for approval of the revised service
information with the information notice incorporated, if sufficient
data are submitted to substantiate that the change would provide an
acceptable level of safety. The FAA has not changed this AD in this
regard.
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Except for minor editorial changes, this AD is adopted as
proposed in the NPRM. None of the changes will increase the economic
burden on any operator.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 777-57A0123 RB,
dated July 8, 2021. This service information specifies procedures for
repetitive detailed inspections for discrepancies (missing nuts, loose
nuts, thread protrusion, shim migration, and gapping between the shim
and wing lower skin or between the shim and flap support fitting) of
the fasteners and shim of the wing rear spar at outboard flap support
numbers 1, 2, 7, and 8; a detailed inspection for damage of the shim,
flap support mechanism, and wing lower skin; installation of new
fasteners and shims; and repair or replacement of damaged parts.
Installation of the new fasteners and shim would eliminate the need for
the repetitive inspections. 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
ADDRESSES.
Costs of Compliance
The FAA estimates that this AD affects 280 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Detailed inspections........... 39 work-hours x $0 $3,315.................. $928,200 per
$85 per hour = inspection
$3,315. cycle.
Inspection for damage, Up to 37 work- 1,920 Up to $5,065............ Up to $1,418,200.
installation of fasteners/ hours x $85 per
shim, replacement of damaged hour = Up to
parts. $3,145.
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The FAA has received no definitive data on which to base the cost
estimates for the on-condition repairs specified in this AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is 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
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) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
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:
2022-11-05 The Boeing Company: Amendment 39-22055; Docket No. FAA-
2021-1020; Project Identifier AD-2021-00864-T.
(a) Effective Date
This airworthiness directive (AD) is effective July 20, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 777-200, -200LR, -
300, -300ER, and 777F series airplanes, certificated in any
category, as identified in Boeing Alert Requirements Bulletin 777-
57A0123 RB, dated July 8, 2021.
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by a report of the loss of the nuts at all
four fastener locations common to the outboard flap inboard support
rear spar attachment fittings, which affects the retention feature
of the fasteners and leaves the fasteners susceptible to migrating
out of the joint. The FAA is issuing this AD to address the
resulting inability of the outboard flap support to sustain limit
load, and potential loss of the outboard flap. Loss of the fastener
retention feature in the rear spar attachment may lead to a severed
joint at the forward attachment point, leading to separation of the
support fitting, which could cause damage and consequent reduced
controllability and reduced structural integrity of the airplane.
[[Page 36058]]
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-57A0123 RB, dated July 8, 2021, do
all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-57A0123 RB, dated July 8, 2021.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
777-57A0123, dated July 8, 2021, which is referred to in Boeing
Alert Requirements Bulletin 777-57A0123 RB, dated July 8, 2021.
(h) Exceptions to Service Information Specifications
(1) Where the Compliance Time columns of the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
57A0123 RB, dated July 8, 2021, use the phrase ``the original issue
date of Requirements Bulletin 777-57A0123 RB,'' this AD requires
using the effective date of this AD.
(2) Where Boeing Alert Requirements Bulletin 777-57A0123 RB,
dated July 8, 2021, specifies contacting Boeing for repair
instructions: This AD requires doing the repair using a method
approved in accordance with the procedures specified in paragraph
(i) of this AD.
(i) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle 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 responsible Flight Standards 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 (j) of this AD. Information may be emailed
to: <a href="/cdn-cgi/l/email-protection#3f06127e7172126c5a5e4b4b535a127e7c70127e72707c126d5a4e4a5a4c4b4c7f595e5e11585049"><span class="__cf_email__" data-cfemail="82bbafc3cccfafd1e7e3f6f6eee7afc3c1cdafc3cfcdc1afd0e7f3f7e7f1f6f1c2e4e3e3ace5edf4">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards 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 Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, Seattle
ACO Branch, FAA, 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.
(j) Related Information
For more information about this AD, contact Luis Cortez,
Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200
South 216th St., Des Moines, WA 98198; phone and fax: (206) 231-
3958; email: <a href="/cdn-cgi/l/email-protection#1c5069756f325d325f736e6879663151697275665c7a7d7d327b736a"><span class="__cf_email__" data-cfemail="7e320b170d503f503d110c0a1b0453330b1017043e181f1f50191108">[email protected]</span></a>.
(k) 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.
(i) Boeing Alert Requirements Bulletin 777-57A0123 RB, dated
July 8, 2021.
(ii) [Reserved]
(3) 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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
(4) You may view this service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For information on the availability
of this material at the FAA, call 206-231-3195.
(5) 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, <a href="/cdn-cgi/l/email-protection#c5a3b7ebacabb6b5a0a6b1acaaab85aba4b7a4eba2aab3"><span class="__cf_email__" data-cfemail="e98f9bc780879a998c8a9d808687a987889b88c78e869f">[email protected]</span></a>, or go to: <a href="https://www.archives.gov/federal-register/cfr/ibr-locations.html">https://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.
Issued on May 16, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022-12818 Filed 6-14-22; 8:45 am]
BILLING CODE 4910-13-P
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