AD 2017-12-01

We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 series airplanes. This AD requires repetitive inspections for damage of a certain drive arm assembly, and related investigative and corrective actions if necessary. This AD was prompted by a report indicating that during an inspection associated with a flap, the extend overtravel stops on an actuator crank arm assembly were making contact with an adjacent drive arm assembly when the flaps were retracted. We are issuing this AD to address the unsafe condition on these products.

Final rule; request for comments.

Adoption of the Amendment \n\n\n\tAccordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: \n\nPART 39--AIRWORTHINESS DIRECTIVES \n\n0 1. The authority citation for part 39 continues to read as follows: \n\n\n\tAuthority: 49 U.S.C. 106(g), 40113, 44701. \n\n\n\nSec. 39.13 (Amended) \n\n0 2. The FAA amends Sec. 39.13 by adding the following new airworthiness directive (AD): \n\n2017-12-01 The Boeing Company: Amendment 39-18916; Docket No. FAA- 2017-0531; Directorate Identifier 2016-NM-178-AD. \n\n(a) Effective Date \n\n\n\tThis AD is effective June 23, 2017. \n\n(b) Affected ADs \n\n\n\tNone. \n\n(c) Applicability \n\n\n\tThis AD applies to The Boeing Company Model 767-200 series airplanes, equipped with 767-400ER flaps modified as specified in supplemental type certificate (STC) ST01329WI-D. \n\n(d) Subject \n\n\n\tAir Transport Association (ATA) of America Code 57, Wings. \n\n(e) Unsafe Condition \n\n\n\tThis AD was prompted by a report indicating that during an inspection associated with a flap, the extend overtravel stops on an actuator crank arm assembly were making contact with an adjacent drive arm assembly when the flaps were retracted. We are issuing this AD to detect and correct interference between a drive arm assembly and an actuator crank arm assembly, which causes a fatigue load on a certain link that could result in failure of that link and subsequent loss of the flap. Continued safe flight and landing could be adversely affected after the departure of a flap during takeoff or landing. \n\n(f) Compliance \n\n\n\tComply with this AD within the compliance times specified, unless already done. \n\n(g) Inspection of the 6-9 Drive Arm Assembly and Related Investigative and Corrective Actions \n\n\n\tExcept as provided by paragraph (i)(1) of this AD, at the applicable time specified in paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016: Do a general visual inspection of the 6-9 drive arm assembly on the left and right wing for any damage, and all applicable related investigative and corrective actions, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 767- 57A0134, dated May 27, 2016, except as required by paragraph (i)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the inspection at the interval specified in paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016. \n\n(h) Optional Terminating Actions \n\n\n\tDoing the action specified in either paragraph (h)(1) or paragraph (h)(2) of this AD, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016, except as required by paragraph (i)(2) of this AD, terminates the repetitive inspections required by paragraph (g) of this AD for the drive arm assembly associated with the replacement or modification. \n\t(1) A 4-5 actuator crank arm assembly replacement. \n\t(2) A 4-5 actuator crank arm assembly modification, including all applicable related investigative and corrective actions. \n\n(i) Service Information Exceptions \n\n\n\t(1) Where paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016, specifies a compliance time ''after the original issue date of this service bulletin,'' this AD requires compliance within the specified compliance time after the effective date of this AD. \n\t(2) Where Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016, specifies to contact Boeing for appropriate action as an ''RC'' (Required for Compliance) step, this AD requires repair using a method approved in accordance with the procedures specified in paragraph (j) of this AD. \n\n(j) Alternative Methods of Compliance (AMOCs) \n\n\n\t(1) The Manager, Seattle Aircraft Certification Office (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 manager of the ACO, send it to the attention of the person identified in paragraph (k) of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov. \n\t(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. \n\t(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, Seattle ACO, to make those findings. To be approved, the repair method, modification deviation, or alteration deviation mustmeet the certification basis of the airplane, and the approval must specifically refer to this AD. \n\t(4) Except as required by paragraph (i)(2) of this AD: 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. \n\t(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. \n\t(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. \n\n(k) Related Information \n\n\n\tFor more information about this AD, contact Wayne Lockett, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6447; fax: 425-917-6590; email: wayne.lockett@faa.gov. \n\n(l) Material Incorporated by Reference \n\n\n\t(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. \n\t(2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. \n\t(i) Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016. \n\t(ii) Reserved. \n\t(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. \n\t(4) You may view this service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425-227-1221. \n\t(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 \n\n((Page 26579)) \n\n202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

Discussion \n\n\n\tWe have received a report indicating that during an inspection of the outboard support assembly number 3 of the inboard flap of the left wing, an operator observed that the extend overtravel stops on the 4-5 actuator crank arm assembly were making contact with the adjacent 6-9 drive arm assembly when the flaps were totally retracted. The problem occurred with the installation of 767-400ER flaps, modified as specified in supplemental type certificate (STC) ST01329WI-D, on 767- 200 airplanes. This condition, if not corrected, could result in interference between the 6-9 drive arm assembly and the 4-5 actuator crank arm assembly, which causes a fatigue load on the 5-7 link that could result in failure of the 5-7 link and subsequent loss of the inboard flap. Continued safe flight and landing could be adversely affected after the departure of a flap during takeoff or landing. We are issuing this AD to correct the unsafe condition on these products. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tWe reviewed Boeing Alert Service Bulletin 767-57A0134, dated May 27, 2016. The service information describes procedures for repetitive inspections for damage caused by interference between the 6-9 drive arm assembly and the 4-5 actuator crank arm assembly on the inboard flap outboard support assembly number 3 and number 6, and related investigative and corrective actions. 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. \n\nFAA's Determination \n\n\n\tWe are issuing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. \n\nAD Requirements \n\n\n\tThis AD requires accomplishing the actions specified in the service information described previously, except as discussed under ''Differences Between this AD and the Service Information.'' For information on the procedures and compliance times, see this service information at http://www.regulations.gov by searching for and locating Docket No. FAA-2017-0531. \n\tThe phrase ''related investigative actions'' is used in this AD. Related investigative actions are follow-on actions that (1) are related to the primary action, and (2) further investigate the nature of any condition found. Related investigative actions in an AD could include, for example, inspections. \n\tThe phrase ''corrective actions'' is used in this AD. Corrective actions correct or address any condition found. Corrective actions in an AD could include, for example, repairs. \n\nDifferences Between This AD and the Service Information \n\n\n\tBoeing Alert Service Bulletin 767-57A0134, dated May 27, 2016, specifies to contact the manufacturer for certain instructions, but this AD would require using repair methods, modification deviations, and alteration deviations in one of the following ways: \n\n((Page 26577)) \n\n\n\tIn accordance with a method that we approve; or \n\tUsing data that meet the certification basis of the airplane, and that have been approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) whom we have authorized to make those findings. \n\tBoeing Alert Service Bulletin 767-57A0134, dated May 27, 2016, affects eight airplanes: Those already modified by STC ST01329WI-D. This AD applies to any airplane modified by STC ST01329WI-D, including any airplanes modified in the future. We have coordinated this difference with Boeing. \n\nFAA's Justification and Determination of the Effective Date \n\n\n\tThere are currently no domestic operators of this product. Therefore, we find that notice and opportunity for prior public comment are unnecessary and that good cause exists for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\n\tThis AD is a finalrule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, we invite you to send any written data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include the docket number FAA-2017-0531 and Directorate Identifier 2016-NM-178-AD at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this AD. We will consider all comments received by the closing date and may amend this AD because of those comments. \n\tWe will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this AD. \n\nCosts of Compliance \n\n\n\tCurrently, there are no affected U.S.-registered airplanes. If an affected airplane is imported and placed on the U.S. Register in the future, we provide the following cost estimates to comply with this AD: \n\n\n\tEstimated Costs ---------------------------------------------------------------------------------------------------------------- \n\tAction Labor cost Parts cost Cost per product ---------------------------------------------------------------------------------------------------------------- Inspection........................ 3 work-hours x $85 $0 $255 per inspection cycle. \n\tper hour = $255 per \n\tinspection cycle. ---------------------------------------------------------------------------------------------------------------- \n\n\n\n\n\tEstimated Costs for Optional Actions ---------------------------------------------------------------------------------------------------------------- \n\tCost per \n\tAction Labor cost Parts cost product ---------------------------------------------------------------------------------------------------------------- 4-5 actuator crank arm assembly modification.. 34 work-hours x $85 per hour = $0 $2,890 \n\t$2,890. 4-5 actuator crank arm assembly replacement... 16 work-hours x $85 per hour = \1\ 0 1,360 \n\t$1,360. ---------------------------------------------------------------------------------------------------------------- \1\ We have received no definitive data that would enable us to provide parts cost estimates for the 4-5 \n\tactuator crank arm assembly replacement. \n\n\n\tWe estimate the following costs to do any necessary repairs 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 actions: \n\n\n\tOn-Condition Costs ---------------------------------------------------------------------------------------------------------------- \n\tCost per \n\tAction Labor costParts cost product ---------------------------------------------------------------------------------------------------------------- 4-5 actuator crank arm assembly interim blend 8 work-hours x $85 per hour = $0 $680 \n\trepair. $680. ---------------------------------------------------------------------------------------------------------------- \n\n\n\tWe have received no definitive data that would enable us to provide cost estimates for the 6-9 drive arm assembly repair because the work- hours required for repair depend on the damage found. \n\tAccording to the manufacturer, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage for affected individuals. As a result, we have included all available costs in our cost estimate. \n\nAuthority for This Rulemaking \n\n\n\tTitle 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. \n\tWe 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. \n\nRegulatory Findings \n\n\n\tThis 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 nationalgovernment and the States, or on the distribution of power and responsibilities among the various levels of government. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' under Executive Order 12866, \n\n((Page 26578)) \n\n\n\t(2) Is not a ''significant rule'' under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), \n\t(3) Will not affect intrastate aviation in Alaska, and \n\t(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. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.