AD 2016-04-08

We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires revising the maintenance or inspection program, as applicable, to include an airworthiness limitation for repetitive inspections of the web fastener holes in the overwing flex-tees. This AD was prompted by a report that certain web fastener holes in the overwing flex-tees at the wing-to- body interface might not have been deburred properly when manufactured. Fastener holes without the deburr chamfer applied can develop fatigue cracking. We are issuing this AD to detect and correct cracking in the web fastener holes in the overwing flex-tees, which can weaken the primary wing structure so it cannot sustain limit load.

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\n2016-04-08 The Boeing Company: Amendment 39-18402; Docket No. FAA- 2016-3699; Directorate Identifier 2015-NM-109-AD. \n\n(a) Effective Date \n\n\n\tThis AD is effective March 9, 2016. \n\n(b) Affected ADs \n\n\n\tNone. \n\n(c) Applicability \n\n\n\tThe Boeing Company Model 787-8 airplanes, certificated in any category, having line numbers 78 and 82. \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 that certain web fastener holes in the overwing flex-tees at the wing-to-body interface might not have been deburred properly when manufactured. We are issuing this AD to detect and correct cracking in the web fastener holes in the overwing flex-tees, which can weaken the primary wing structure so it cannot sustain limit load. \n\n(f) Compliance \n\n\n\tComply with this AD within the compliance times specified, unless already done. \n\n(g) Revision to Maintenance or Inspection Program \n\n\n\tWithin 30 days after the effective date of this AD, revise the maintenance or inspection program, as applicable, to incorporate the applicable inspection requirement identified in paragraphs (g)(1) and (g)(2) of this AD, as specified in Boeing 787 Airworthiness Limitations--Line Number Specific, D011Z009-03-02, dated February 2015. The initial compliance time for the tasks is at the applicable time specified in Boeing 787 Airworthiness Limitations--Line Number Specific, D011Z009-03-02, dated February 2015. \n\t(1) For the airplane having line number 78: Principal Structural Element 57-10-06a_MRB9, ''Overwing Flex-Tee--Web Fastener Holes.'' \n\t(2) For the airplane having line number 82: Principal Structural Element 57-10-06a_MRB10, ''Overwing Flex-Tee--Web Fastener Holes.'' \n\n(h) Alternative Methods of Compliance (AMOCs) \n\n\n\t(1) The Manager, Settle 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 (i) 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.(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 must meet the certification basis of the airplane, and the approval must specifically refer to this AD. \n\n(i) Related Information \n\n\n\tFor more information about this AD, contact Melanie Violette, Senior Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917- 6422; fax: 425-917-6590; email: Melanie.Violette@faa.gov. \n\n\n\t(j) 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 787 Airworthiness Limitations--Line Number Specific, D011Z009-03-02, dated February 2015. \n\t(ii) Reserved. \n\t(3) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544- 5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. \n\t(4) You may view this service information at 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 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

Discussion\n\n We received a report that certain web fastener holes in the \noverwing flex-tees at the wing-to-body interface might not have been \ndeburred properly when manufactured. A deburr chamfer should have been \napplied to the fastener holes in the overwing flex-tees. Fastener holes \nwithout the deburr chamfer applied can develop fatigue cracking before \nthe required supplemental structural fatigue inspections are scheduled \nto begin. Such fatigue cracking, if not corrected, could result in the \nprimary wing structure being weakened so it cannot sustain limit load. \nWe are issuing this AD to correct the unsafe condition on these \nproducts.\n\nRelated Service Information Under 1 CFR Part 51\n\n We reviewed Boeing 787 Airworthiness Limitations--Line Number \nSpecific, D011Z009-03-02, dated February 2015. The service information \ncontains airworthiness limitation tasks pertaining to inspections for \nweb fastener holes in the overwing flex-tees at the wing-to-bodyinterface.\n This service information is reasonably available because the \ninterested parties have access to it through their normal course of \nbusiness or by the means identified in the ADDRESSES section.\n\nFAA's Determination\n\n We are issuing this AD because we evaluated all the relevant \ninformation and determined the unsafe condition described previously is \nlikely to exist or develop in other products of the same type design.\n\nAD Requirements\n\n This AD requires revising the maintenance or inspection program, as \napplicable, to include an airworthiness limitation for repetitive \ninspection of the web fastener holes in the overwing flex-tees.\n This AD requires revisions to certain operator maintenance \ndocuments to include new actions (e.g., inspections). Compliance with \nthese actions is required by 14 CFR 91.403(c). For airplanes that have \nbeen previously modified, altered, or repaired in the areas addressed \nby this AD, the operator may not be ableto accomplish the actions \ndescribed in the revisions. In this situation, to comply with 14 CFR \n91.403(c), the operator must request approval for an alternative method \nof compliance according to paragraph (h) of this AD. The request should \ninclude a description of changes to the required actions that will \nensure the continued operational safety of the airplane.\n\nFAA's Justification and Determination of the Effective Date\n\n There are no products of this type currently registered in the \nUnited States. However, this rule is necessary to ensure that the \ndescribed unsafe condition is addressed if any of these products are \nplaced on the U.S. Register in the future. Therefore, we find that \nnotice and opportunity for prior public comment are unnecessary and \nthat good cause exists for making this amendment effective in less than \n30 days.\n\nComments Invited\n\n This AD is a final rule that involves requirements affecting flight \nsafety and was not preceded by notice and an opportunity for public \ncomment. However, we invite you to send any written data, views, or \narguments about this AD. Send your comments to an address listed under \nthe ADDRESSES section. Include the docket number FAA-2016-3699 and \nDirectorate Identifier 2015-NM-109-AD at the beginning of your \ncomments. We specifically invite comments on the overall regulatory, \neconomic, environmental, and energy aspects of this AD. We will \nconsider all comments received by the closing date and may amend this \nAD because of those comments.\n We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We \nwill also post a report summarizing each substantive verbal contact we \nreceive about this AD.\n\nCosts of Compliance\n\n We estimate that this AD affects 0 airplanes of U.S. registry.\n We estimate the following costs to comply with this AD:\n\n Estimated Costs\n----------------------------------------------------------------------------------------------------------------\n Cost per Cost on U.S.\n Action Labor cost Parts cost product operators\n----------------------------------------------------------------------------------------------------------------\nMaintenance/inspection program 1 work-hour x $85 per $0 $85 $0\n revision. hour = $85.\n----------------------------------------------------------------------------------------------------------------\n\nAuthority for This Rulemaking\n\n Title 49 of the United States Code specifies the FAA's authority to \nissue rules on aviation safety. Subtitle I, section 106, describes the \nauthority of the FAA Administrator. ''Subtitle VII: Aviation Programs'' \ndescribes in more detail the scope of the Agency's authority.\n We are issuing this rulemaking under the authority described in \nSubtitle VII, Part A, Subpart III, Section 44701: ''General \nrequirements.'' Under that section, Congress charges the FAA with \npromoting safe flight of civil aircraft in air commerce by prescribing \nregulations for practices, methods, and procedures the Administrator \nfinds necessary for safety in air commerce. This regulation\n\n((Page 8825))\n\nis within the scope of that authority because it addresses an unsafe \ncondition that is likely to exist or develop on products identified in \nthis rulemaking action.\n\nRegulatory Findings\n\n This AD will not have federalism implications under Executive Order \n13132. This AD will not have a substantial direct effect on the States, \non the relationship between the national government and the States, or \non the distribution of power and responsibilities among the various \nlevels of government.For the reasons discussed above, I certify that this AD:\n (1) Is not a ''significant regulatory action'' under Executive \nOrder 12866,\n (2) Is not a ''significant rule'' under DOT Regulatory Policies and \nProcedures (44 FR 11034, February 26, 1979),\n (3) Will not affect intrastate aviation in Alaska, and\n (4) Will not have a significant economic impact, positive or \nnegative, on a substantial number of small entities under the criteria \nof the Regulatory Flexibility Act.\n\nList of Subjects in 14 CFR Part 39\n\n Air transportation, Aircraft, Aviation safety, Incorporation by \nreference, Safety.