BOEING757

ID: US-2017-19-10
Issue date: 2017-09-26
Effective date: 2017-10-27
Source: FAA
LinkOpen

 AD_US-2017-19-10_1

Share

        QR_Code

Doors - Main Cargo Door Cam Support Assemblies - Inspection / Replacement

[Federal Register Volume 82, Number 183 (Friday, September 22, 2017)]
[Rules and Regulations]
[Pages 44301-44304]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-19767]

––––––––––––––––––––––––––––––––––

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-9185; Product Identifier 2016-NM-077-AD; Amendment 39-19040; AD
2017-19-10]

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 certain The Boeing Company
Model 757-200, -200PF, and -200CB series airplanes. This AD was prompted by an analysis of the
cam support assemblies of the main cargo door (MCD) that indicated that the existing maintenance
program for the cam support assemblies is not adequate to reliably detect cracks before two adjacent
cam support assemblies could fail. This AD requires an inspection to determine part numbers,
repetitive inspections to detect cracking of affected cam support assemblies of the MCD, and
replacement if necessary. We are issuing this AD to address the unsafe condition on these products.

Dates:
This AD is effective October 27, 2017.
The Director of the Federal Register approved the incorporation by reference of a certain
publication listed in this AD as of October 27, 2017.

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-2016-9185.

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-2016-9185; 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

1
rule, the regulatory evaluation, any comments received, and other information. The address for the
Docket Office (phone: 800-647-5527) is Docket Management Facility, U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Chandra Ramdoss, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA
90712-4137; phone: 562-627-5239; fax: 562-627-5210; email: chandraduth.ramdoss@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD
that would apply to all The Boeing Company Model 757-200, -200PF, and -200CB series airplanes.
The NPRM published in the Federal Register on October 4, 2016 (81 FR 68371) (“the NPRM”). The
NPRM was prompted by an analysis of the cam support assemblies of the MCD that indicated that
the existing maintenance program for the cam support assemblies is not adequate to reliably detect
cracks before two adjacent cam support assemblies could fail. The NPRM proposed to require an
inspection to determine part numbers, repetitive inspections to detect cracking of affected cam
support assemblies of the MCD, and replacement if necessary. We are issuing this AD to detect and
correct cracking of the cam support assemblies of the MCD, which could result in reduced structural
integrity of the MCD and consequent rapid decompression 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.

Requests To Revise Applicability

Boeing, Delta Air Lines (DAL), European Air Transport Leipzig GmbH (EAT), DHL Express
(DHL), FedEx Express (FedEx), and United Airlines (UAL) requested that we revise the proposed
AD applicability. DAL and UAL requested that airplanes that do not have a MCD be excluded from
the AD applicability.
Three of these commenters requested that the actions of the service information be applicable
only to airplanes in the service information effectivity. These commenters explained that the service
information effectivity includes only airplanes that have a MCD installed by Boeing, either as a
Boeing factory-delivered freighter or as a Boeing Supplemental Type Certificate (STC)-converted
freighter, and not airplanes that have been converted to a freighter by a non-Boeing STC.
EAT and DHL requested that we revise the applicability of the proposed AD to exclude Model
757 airplanes with passenger to freighter modification STC ST01529SE by Precision Conversions.
FedEx requested that we either withdraw the NPRM and issue a new one, to include a separate
section for airplanes modified under VT Mobile Aerospace Engineering STC ST03562AT, or exempt
the airplanes modified by that STC from the NPRM and issue a new NPRM for airplanes modified by
that STC. FedEx also requested that we revise the NPRM to mandate, for Model 757-200 airplanes
modified in accordance with STC ST03562AT, VT Mobile Aerospace Engineering Service Bulletin
MAE757SF-SB-52-l 601, Revision 0, dated April 15, 2016, or a subsequent revision, instead of
Boeing Alert Service Bulletin 757-52A0094, dated December 23, 2015. FedEx explained that the
MCD that is installed by the Precision Conversion STC is different than that installed by Boeing or
VT Mobile Aerospace Engineering and does not have the affected cam support fittings installed.
FedEx stated that it prefers the VT Mobile Aerospace Engineering service information for modifying

2
airplanes instead of the Boeing service information, since Boeing does not provide support for the VT
Mobile Aerospace STC, and any discrepancies or questions on the Boeing service information would
be addressed by Boeing based on goodwill, rather than by contractual agreement.
We partially agree with the commenters' requests. We agree that the unsafe condition does not
apply to Model 757-200 airplanes that do not have a MCD and to airplanes modified from passenger
to freighter in accordance with Precision Conversions STC ST01529SE. The unsafe condition applies
only to MCD cam support assemblies with the specified part numbers.
We disagree that the AD should apply only to Boeing converted freighters. We also disagree that
a separate AD should be issued to address Model 757-200 freighters modified by STC ST03562AT
or any of the other passenger-to-freighter modification STCs because these support assemblies
having affected part numbers could be installed during original aircraft manufacture, or during
passenger-to-freighter modification. The unsafe condition applies only to airplanes with certain part
number cam support assemblies installed, and it does not apply to Model 757-200 airplanes that do
not have a MCD.
Paragraphs (g) and (h) of this AD list the part numbers of the cam support assemblies that have
the unsafe condition. We have confirmed that the cam support assemblies having affected part
numbers are not installed on Model 757 airplanes as part of the Precision Conversions STC
ST01529SE passenger-to-freighter conversion. We have revised the SUMMARY section, Discussion
section, and paragraph (c) of this AD to state that the AD applies to all Model 757-200, -200PF, and -
200CB series airplanes equipped with a MCD, except those airplanes that have been converted from
a passenger to freighter configuration in accordance with STC ST01529SE.
We expect that the actions specified in Boeing Alert Service Bulletin 757-52A0094, Revision 2,
dated May 2, 2017 (“ASB 757-52A0094, R2”), can be accomplished on airplanes that are not
identified in that service information. In addition, we do not consider it appropriate to include various
provisions in an AD applicable only to an operator's unique configuration of affected airplanes.
However, if an operator with a Model 757-200 freighter cannot accomplish the required actions
specified in the service information, or prefers to use different service information that is specific to
their design (such as FedEx's request to use VT Mobile Aerospace Engineering Service Bulletin
MAE757SF-SB-52-l 601, Revision 0, dated April 15, 2016), an alternative method of compliance
(AMOC) can be requested in accordance with paragraph (j) of this AD.

Requests To Revise the Compliance Time

Boeing and FedEx requested that we revise the compliance time in paragraph (g)(l) of the
proposed AD from “18,000 total flight cycles” to “18,000 door flight cycles.” The commenters
explained that some of the affected airplanes have been converted from passenger to freighter
airplanes, and for these converted airplanes, the cam support assemblies were installed at the time of
the aircraft conversion, not when the airplanes were produced. The commenters stated that, for these
converted airplanes, the initial compliance time for inspection should be based on the number of
flight cycles since the part has been installed. In addition, Boeing stated that ASB 757-52A0094, R2,
was revised to change the inspection threshold for Boeing converted freighter airplanes to total flight
cycles after freighter conversion redelivery.
We agree with the commenters' request. For airplanes that have been converted to freighters, the
compliance time for the initial inspection should be based on the number of cycles the cam support
assembly has been in service. We have revised paragraph (g)(1) of this AD accordingly.

Request To Withdraw the NPRM and Reference Revised Service Information

FedEx requested that we withdraw the NPRM and issue a new NPRM to require compliance
with ASB 757-52A0094, R2, instead of Boeing Alert Service Bulletin 757-52A0094, dated
December 23, 2015.


3
We partially agree with the commenter's request. We agree with the commenter's request to
reference ASB 757-52A0094, R2, as the appropriate source of service information. Revision 1 of
Boeing Alert Service Bulletin 757-52A0094, dated April 21, 2016 (“ASB 757-52A0094, R1”),
removed one airplane from the effectivity and updated some references and publications affected.
ASB 757-52A0094, R2, removed non-Boeing-STC-converted freighter airplanes from the effectivity
and changed the initial compliance time for the converted freighter airplanes to flight cycles after
freighter conversion redelivery.
We disagree with withdrawing the NPRM and reissuing a new NPRM requiring compliance with
ASB 757-52A0094, R2, because doing so would unnecessarily delay issuance of the final rule.
Additionally, the compliance time can be corrected in the final rule without the need for a
supplemental NPRM since the corrected compliance time will provide additional time for the
converted freighter airplanes and will not reduce the initial compliance time for any airplane. We
have revised this AD to refer to ASB 757-52A0094, R2, as the appropriate source of service
information. We have also added paragraph (i) to this AD to provide credit for actions required by
paragraph (h) of this AD, if those actions were performed before the effective date of this AD using
Boeing Alert Service Bulletin 757-52A0094, dated December 23, 2015; or ASB 757-52A0094, R1.
We have redesignated subsequent paragraphs accordingly.

Request To Correct Manual Reference in the Service Information

United Parcel Service (UPS) requested that we revise paragraph (h) of the proposed AD to
specify use of Airplane Maintenance Manual (AMM) 52-32-11 in lieu of Component Maintenance
Manual (CMM) 52-32-03 for the cam and bell-crank assembly installation. UPS explained that
Boeing Alert Service Bulletin 757-52A0094, dated December 23, 2015, included an incorrect manual
reference.
We partially agree with the commenter's request. We agree that the manual reference is incorrect
in Boeing Alert Service Bulletin 757-52A0094, dated December 23, 2015. The incorrect reference
was changed in ASB 757-52A0094, R2, and, as explained previously, ASB 757-52A0094, R2, is
referenced as the appropriate source of service information in this AD. No further change is
necessary in this regard.

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 Alert Service Bulletin 757-52A0094, Revision 2, dated May 2, 2017. This
service information describes procedures for an ultrasonic inspection of the cam support assemblies
of the main cargo door, and replacement of the cam support assemblies. 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.




4
Costs of Compliance

We estimate that this AD will affect 212 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:

Estimated Costs
Action Labor cost Parts Cost per product Cost on U.S.
cost operators
Inspection 6 work-hours × $85 per hour = $0 $510 per $108,120 per
$510 per inspection cycle inspection cycle inspection cycle.

We estimate the following costs to do any necessary replacements that would be required based
on the results of the inspection. We have no way of determining the number of aircraft that might
need these replacements:

On-Condition Costs
Action Labor cost Parts Cost per
cost product
Replacement (per pair of cam support 60 work-hours × $85 per hour $15,298 $20,398
assemblies) = $5,100

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

5
(4) Will not have a significant economic impact, positive or negative, on a substantial number of
small entities under the criteria of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.

Adoption of the Amendment

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR
part 39 as follows:

PART 39–AIRWORTHINESS DIRECTIVES

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

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

§ 39.13 [Amended]

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




6
AIRWORTHINESS
FAA DIRECTIVE
Aviation Safety
www.faa.gov/aircraft/safety/alerts/
www.gpoaccess.gov/fr/advanced.html


2017-19-10 The Boeing Company: Amendment 39-19040; Docket No. FAA-2016-9185; Product
Identifier 2016-NM-077-AD.

(a) Effective Date

This AD is effective October 27, 2017.

(b) Affected ADs

None.

(c) Applicability

This AD applies to The Boeing Company Model 757-200, -200PF, and -200CB series airplanes,
certificated in any category, equipped with a main cargo door (MCD), except those airplanes that
have been converted from a passenger to freighter configuration in accordance with Supplemental
Type Certificate ST01529SE
(http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/9c0283b6ce0b9ff18625806b007340
b9/$FILE/ST01529SE.pdf).

(d) Subject

Air Transport Association (ATA) of America Code 52, Doors.

(e) Unsafe Condition

This AD was prompted by an analysis of the cam support assemblies of the MCD that indicated
that the existing maintenance program for the cam support assemblies is not adequate to reliably
detect cracks before two adjacent cam support assemblies could fail. We are issuing this AD to detect
and correct cracking of the cam support assemblies of the MCD, which could result in reduced
structural integrity of the MCD and consequent rapid decompression of the airplane.

(f) Compliance

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

(g) Inspection To Determine Part Numbers

At the later of the times specified in paragraphs (g)(1) and (g)(2) of this AD: Inspect the cam
support assemblies of the MCD to determine whether part number (P/N) 69-23588-5, 69-23588-6,
69-23588-7, 69-23588-8, 69-23588-9, or 69-23588-10 is installed. A review of airplane maintenance
records is acceptable in lieu of this inspection if the part number(s) of the cam support assemblies of
the MCD can be conclusively determined from that review.


7
(1) Before the accumulation of 18,000 total flight cycles since installation of the MCD. If the
flight cycles since installation of the MCD are not known, use total airplane flight cycles.
(2) Within 2,743 flight cycles or 27 months after the effective date of this AD, whichever occurs
later.

(h) Inspections and Corrective Actions

If, during the inspection required by paragraph (g) of this AD, any cam support assembly of the
MCD having P/N 69-23588-5, 69-23588-6, 69-23588-7, 69-23588-8, 69-23588-9, or 69-23588-10 is
determined to be installed: At the later of the times specified in paragraphs (g)(1) and (g)(2) of this
AD, do an ultrasonic inspection to detect cracking of the affected cam support assemblies of the
MCD; and do all applicable replacements; in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 757-52A0094, Revision 2, dated May 2, 2017. Do all applicable
replacements before further flight. Repeat the inspection thereafter at intervals not to exceed 6,000
flight cycles. Replacement of a cam support assembly of the MCD does not terminate the repetitive
inspections required by this paragraph.

(i) Credit for Previous Actions

This paragraph provides credit for actions required by paragraph (h) of this AD, if those actions
were performed before the effective date of this AD using Boeing Alert Service Bulletin 757-
52A0094, dated December 23, 2015; or Boeing Alert Service Bulletin 757-52A0094, Revision 1,
dated April 21, 2016.

(j) 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 (k)(1) of this AD. Information may be emailed to: 9-ANM-LAACO-
AMOC-Requests@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,
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) For service information that contains steps that are labeled as Required for Compliance (RC),
the provisions of paragraphs (j)(4)(i) and (j)(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.


8
(k) Related Information

(1) For more information about this AD, contact Chandra Ramdoss, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA
90712-4137; phone: 562-627-5239; fax: 562-627-5210; email: chandraduth.ramdoss@faa.gov.
(2) Service information identified in this AD that is not incorporated by reference is available at
the addresses specified in paragraphs (l)(3) and (l)(4) of this AD.

(l) 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 Service Bulletin 757-52A0094, Revision 2, dated May 2, 2017.
(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 https://www.myboeingfleet.com.
(4) 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.
(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, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

Issued in Renton, Washington, on September 7, 2017.
Jeffrey E. Duven,
Director, System Oversight Division,
Aircraft Certification Service.




9

This is a partial extract of the full document - please refer to the actual report for full information.
Sources as credited.