AD 2015-25-01

[Federal Register Volume 80, Number 245 (Tuesday, December 22, 2015)]
[Rules and Regulations]
[Pages 79461-79466]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2015-30818]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0300; Directorate Identifier 2011-NM-163-AD; 
Amendment 39-18339; AD 2015-25-01]
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 adopting a new airworthiness directive (AD) for certain 
The Boeing Company Model 757-200, 757-200CB, and 757-200PF airplanes. 
This AD was prompted by a report that a forward-most cam latch of the 
forward center cam latch pair on a main cargo door (MCD) broke during 
flight. This AD requires doing a general visual inspection for broken 
or missing cam latches, latch pins, and latch pin cross bolts; 
torqueing the cross bolts in the latch pins; measuring the extension of

[[Page 79462]]

the latch pins; replacing all alloy steel cross bolts through the latch 
pins with corrosion resistant steel (CRES) cross bolts; doing a general 
visual inspection of all cam latches for lip deformation; doing an 
inspection of cam latch 1 and cam latch 2 for cracks and replacing all 
cracked or broken parts; checking the rig of the MCD and re-rigging as 
applicable; and doing related investigative and corrective actions, if 
necessary. This AD also requires doing certain repetitive inspections 
until MCD rigging is done. This AD also requires repetitive MCD post-
rigging inspections and corrective actions if necessary. We are issuing 
this AD to detect and correct discrepancies of the cam latches, latch 
pins, and latch pin cross bolts, which could reduce the structural 
integrity of the MCD, and result in potential loss of the cargo door 
and rapid decompression of the airplane.

DATES: This AD is effective January 26, 2016.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of January 26, 
2016.

ADDRESSES: 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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may view this 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. It is also available on the 
Internet at <a href="http://www.regulations.gov">http://www.regulations.gov</a> by searching for and locating 
Docket No. FAA-2013-0300.

Examining the AD Docket

    You may examine the AD docket on the Internet at <a href="http://www.regulations.gov">http://www.regulations.gov</a> by searching for and locating Docket No. FAA-2013-
0300; 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 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: Kimberly DeVoe, Aerospace Engineer, 
Cabin Safety and Environmental Systems Branch, ANM-150S, FAA, Seattle 
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6495; fax: 425-917-6590; email: 
<a href="/cdn-cgi/l/email-protection#5e3537333c3b2c3227703a3b28313b1e383f3f70393128"><span class="__cf_email__" data-cfemail="0d6664606f687f61742369687b62684d6b6c6c236a627b">[email&#160;protected]</span></a>.

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 certain The Boeing Company 
Model 757-200, 757-200CB, and 757-200PF airplanes. The NPRM published 
in the Federal Register on April 11, 2013 (78 FR 21576). The NPRM was 
prompted by a report that a forward-most cam latch of the forward 
center cam latch pair on a MCD broke during flight. The NPRM proposed 
to require performing repetitive inspections of the MCD cam latches; 
replacing cam latches, certain bolts, and door hinge fittings; 
performing related investigative and corrective actions, if necessary; 
and MCD rigging. We are issuing this AD to detect and correct 
discrepancies of the cam latches, latch pins, and latch pin cross 
bolts, which could reduce the structural integrity of the MCD, and 
result in potential loss of the cargo door and rapid decompression of 
the airplane.

Actions Since the NPRM (78 FR 21576, April 11, 2013) Was Issued

    Since we issued the NPRM (78 FR 21576, April 11, 2013), we have 
reviewed Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated 
December 19, 2014. We referred to Boeing Alert Service Bulletin 757-
52A0091, dated March 9, 2010, as the appropriate source of service 
information for accomplishing the actions specified in the NPRM. Boeing 
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19, 
2014, clarifies the inspection conditions and the on-condition actions 
for certain conditions. Certain inspections of the cam latches and 
latch pins were changed from detailed inspections to general visual 
inspections. Also, a detailed inspection of mating parts and 
immediately adjacent cam latches and latch pins for any cracks, or any 
gouges in critical areas was added to certain on-condition actions 
specified in the service information.
    Also, the on-condition action for latch pin extensions that are 
between 0.84 and 0.89 inch or between 0.91 and 0.94 inch was changed. 
For those latch pins, Boeing Alert Service Bulletin 757-52A0091, dated 
March 9, 2010, specifies repetitive detailed inspections and certain 
other specified actions. However, for those latch pins, Boeing Alert 
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014, 
specifies replacement of the discrepant latch pin, a detailed 
inspection, and certain other specified actions (which are the same on-
condition actions specified in Boeing Alert Service Bulletin 757-
52A0091, dated March 9, 2010, for latch pin extensions that are less 
than 0.84 inch or greater than 0.94 inch).

Explanation of Certain Changes to NPRM (78 FR 21576, April 11, 2013)

    We have revised paragraphs (c), (g), (h), (j)(1), and (j)(2) of 
this AD to refer to Boeing Alert Service Bulletin 757-52A0091, Revision 
1, dated December 19, 2014. We have also added new paragraph (k) of 
this AD to give credit for doing actions before the effective date of 
this AD in accordance with Boeing Alert Service Bulletin 757-52A0091, 
dated March 9, 2010. We have redesignated subsequent paragraphs 
accordingly.
    In addition, since certain inspections and conditions were revised 
in Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated 
December 19, 2014, we have revised the description of the actions in 
this AD to correspond with the terminology in Boeing Alert Service 
Bulletin 757-52A0091, Revision 1, dated December 19, 2014. As a result, 
certain paragraphs in the proposed AD (78 FR 21576, April 11, 2013) 
have been rearranged and the corresponding paragraph identifiers have 
been redesignated in this AD, as listed in the following table:

                      Revised Paragraph Identifiers
------------------------------------------------------------------------
  Action in the NPRM (78 FR 21576,    Corresponding requirement in this
          April 11, 2013)                             AD
------------------------------------------------------------------------
             paragraph (g)                        paragraph (g)
             paragraph (h)                        paragraph (g)
             paragraph (i)                        paragraph (h)
             paragraph (j)                        paragraph (h)
             paragraph (k)                        paragraph (i)
             paragraph (l)                        paragraph (j)
------------------------------------------------------------------------

    We have also revised the Costs of Compliance paragraph in this 
final rule to reflect the work-hours in Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014.

Comments

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

[[Page 79463]]

received on the NPRM (78 FR 21576, April 11, 2013) and the FAA's 
response to each comment.

Clarification of Applicability

    FedEx stated that it would withhold its comments because the FedEx 
Express Model 757 fleet was converted to freighters under ST Aerospace 
Mobile Engineering Inc. Supplemental Type Certificate (STC) ST03562AT 
(<a href="http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/C21335554C0E37C4862574B20065BA46?OpenDocument&Highlight=st03562at">http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/C21335554C0E37C4862574B20065BA46?OpenDocument&Highlight=st03562at</a>), 
which was not mentioned in the applicability of the NPRM (78 FR 21576, 
April 11, 2013). Fedex stated it would withhold its comments unless and 
until an NPRM is issued for STC ST03562AT.
    We acknowledge FedEx's comment. As specified in paragraph (c) of 
this AD, this AD applies to Model 757-200, 757-200CB, and 757-200PF 
airplanes as identified in Boeing Alert Service Bulletin 757-52A0091, 
Revision 1, dated December 19, 2014. The effectivity of Boeing Alert 
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014, 
identifies the affected airplanes by variable number.

Request To Emphasize Inspection Conditions/Findings of the NPRM (78 FR 
21576, April 11, 2013)

    Boeing requested that paragraph (h) of the proposed AD (78 FR 
21576, April 11, 2013) be rewritten to clarify the relative severity of 
the inspection conditions and the appropriate actions needed. Boeing 
stated that the actions in paragraph (h) of the proposed AD should 
progress from the most serious condition findings to the least serious 
findings while providing logical evaluation paths for the conditions.
    We agree that the progression of the inspection conditions and 
their appropriate related investigative and corrective actions should 
correspond with what is described in the referenced service 
information. As stated previously, we have revised the terminology in 
this final rule to match the actions (e.g., inspections and related 
investigative and corrective actions) specified in Boeing Alert Service 
Bulletin 757-52A0091, Revision 1, dated December 19, 2014, which 
addresses the commenter's concerns.

Request To Delay AD Issuance Pending Revised Service Information

    European Air Transport Leipzig GmbH/DHL Air Ltd. (EATL/DHL) 
requested that we delay issuing the AD until applicable service 
information is revised. EATL/DHL stated that despite accomplishing the 
re-rigging using the current service information, it continues to find 
wear on the cam latches during post-rigging inspections, and has had to 
replace a total of 69 cam latches and 17 latch pins in one year. As a 
result, EATL/DHL stated that the financial impact is higher than the 
inspection costs only.
    EATL/DHL stated that a rigging check of the cam hook mechanism must 
be included in Boeing Alert Service Bulletin 757-52A0091 to address the 
identified unsafe condition. EATL/DHL stated that unintended wear of 
the cam latches can be avoided only by first re-rigging the cam hook 
mechanism to either side of the door to ensure that the cam latches and 
latch pins are involved only in the door-locking process and not in the 
door-closing process. EATL/DHL stated that it has been adjusting the 
cam hook mechanism using the cam hook adjustment procedure in the 
applicable airplane maintenance manual (AMM), but that it is difficult 
to attain the tolerances stated in that AMM procedure. EATL/DHL 
concluded that the AMM procedure must be clarified and simplified.
    We disagree with delaying this AD until revised service information 
that includes a new AMM procedure is available. We understand that 
there could be additional root causes and procedures that need to be 
clarified if operators, experienced with accomplishing the current 
procedures, determine that there are more effective means of 
accomplishing the repairs. However, we disagree with delaying issuance 
of this final rule until service information containing revised re-
rigging procedures becomes available. We have determined that the 
actions specified in this AD using Boeing Alert Service Bulletin 757-
52A0091, Revision 1, dated December 19, 2014, are an effective means of 
accomplishing the repairs. Accomplishing the actions required by this 
AD adequately addresses the identified unsafe condition. We have 
determined that to delay this final rule would be inappropriate, 
because inspections and repairs to the MCD cam latches are needed to 
reduce the risk of the identified unsafe condition. Operators should 
continue to communicate any findings resulting from failures, as well 
as deficiencies in maintenance documentation, to Boeing so that 
inspection and repair procedures can be reviewed and revised as 
necessary. Operators can always request approval of an AMOC under the 
provisions of paragraph (l) of this AD if alternative re-rigging 
procedures are available and address the identified unsafe condition. 
We have not changed this final rule in this regard.

Request To Revise Compliance Time

    UPS requested that we revise paragraphs (g), (h), and (i) of the 
proposed AD (78 FR 21576, April 11, 2013) to remove all references to 
service information containing compliance times stated in calendar 
days. UPS stated that crack initiation and subsequent propagation is 
dependent on flight cycles due to pressurization and/or flight loads, 
and not to MCDs sitting idle, so the use of calendar days is 
irrelevant. UPS stated that removing calendar days should have no 
negative effect on safety, and that a calendar-based compliance 
schedule merely imposes economic, maintenance, and scheduling burdens. 
UPS also questioned the need for repetitive inspections of the MCD cam 
latches, and stated that it does not concur with the finding that 
improper door rigging is the root cause of failure. UPS stated that the 
only identified direct cause of cam latch failure is a sheared cross 
bolt that migrated into the cam envelope, and that initial inspections 
would identify cases of sheared cross bolts, migrated pins, corrosion, 
lip deformation, etc. UPS asked what changes occur to the system that 
warrant reinspection if the latch system far exceeds 10<SUP>-</SUP>\9\ 
reliability, after the root cause of the failed latch is resolved.
    We disagree with the request to remove all compliance times stated 
in calendar days from this final rule or to remove the repetitive 
inspections because the damage was determined to have been brought on 
by a poorly rigged MCD and the torque impact from the cam latch 
rotation during latching and unlatching operations. Therefore, it is 
possible for the MCD system to be changed after a failed latch has been 
repaired.
    For this reason, a calendar-based inspection interval has been 
calculated along with the flight cycle interval, as specified in table 
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014. Paragraph (g) of this 
AD requires compliance within the times specified in table 1 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 757-
52A0091, Revision 1, dated December 19, 2014.
    However, paragraph (h) of this AD requires compliance within the 
times specified in table 2 of paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19, 
2014, which specifies repetitive intervals in flight cycles only.

[[Page 79464]]

    Specific changes in compliance time or inspection intervals may be 
requested by submitting a request for approval of an AMOC according to 
the procedures specified in paragraph (l) of this AD. We have not 
changed this final rule in this regard.

Request To Extend Compliance Time

    UPS requested that if calendar-based compliance times are retained, 
for airplanes that had successfully passed the initial detailed 
inspections of the cam latches and latch pins, torqued the cross bolts, 
and measured the latch pin extension, the next inspection be extended 
by 3,000 flight cycles or 24 months.
    We disagree with extending the compliance times of this AD. 
However, we note that certain inspections required by this AD are at 
the intervals specified by the commenter. In developing an appropriate 
compliance time for these actions, we considered the urgency associated 
with the subject unsafe condition, the practical aspect of 
accomplishing the required modification and the normal scheduled 
maintenance times for most affected operators. In consideration of 
these items, we have determined that the repetitive intervals specified 
in tables 1 and 2 of paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014, will 
ensure an acceptable level of safety. No change has been made to this 
AD in this regard.

Request To Allow Ferry Flight

    UPS requested that we revise the proposed AD (78 FR 21576, April 
11, 2013) to allow an airplane having a discrepant cam/pin to be 
ferried to a location where the airplane can be modified. UPS stated 
that, since significant loads are the result of the pressurization and/
or flight loads, and not the result of whether the door is closed, an 
airplane with findings needs to be ferried to a maintenance facility 
for repair, especially in view of the given proposed time frames for 
the inspection.
    We agree that special flight permits should be allowed because the 
inspection intervals do not necessarily correspond to scheduled 
maintenance intervals, and allowance should be made for operators to 
ferry an airplane to a location where repairs can be made without the 
need to request a special flight permit. Unpressurized flight does not 
subject the airplane to possible rapid decompression of the airplane 
should the damaged cam latch, latch pin, or latch pin cross bolt fail, 
resulting in loss of the MCD during flight.
    However, it is not necessary to revise this final rule because 
special flight permits are already allowed. Unless otherwise specified 
in the AD, special flight permits are currently allowed as described in 
section 21.197 and section 21.199 of the Federal Aviation Regulations 
(14 CFR 21.197 and 21.199) to operate the airplane to a location where 
the airplane can be modified (if the operator elects to do so), 
provided no passengers are onboard. We do not find it necessary to 
change the final rule 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 AD with the changes described previously--and minor editorial 
changes. We have determined that these minor changes:
    <bullet> [Agr]re consistent with the intent that was proposed in 
the NPRM (78 FR 21576, April 11, 2013) for correcting the unsafe 
condition; and
    <bullet> Do not add any additional burden upon the public than was 
already proposed in the NPRM (78 FR 21576, April 11, 2013).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 757-52A0091, Revision 1, 
dated December 19, 2014. The service information describes procedures 
for doing a general visual inspection for broken or missing cam 
latches, latch pins, and latch pin cross bolts; torqueing the cross 
bolts in the latch pins; measuring the extension of the latch pins; 
replacing all alloy steel cross bolts through the latch pins with CRES 
cross bolts; doing a general visual inspection of all cam latches for 
lip deformation; doing a high frequency eddy current (HFEC) or magnetic 
particle inspection of cam latch 1 and cam latch 2 for cracks and 
replacing all cracked or broken parts; checking the rig of the MCD and 
re-rigging as applicable; and doing related investigative and 
corrective actions. The service information also describes doing 
repetitive inspections for certain conditions specified in the service 
information, which end after the MCD rigging is done as specified in 
the service information. The service information also describes 
procedures for doing MCD post-rigging inspections 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.

Costs of Compliance

    We estimate that this AD affects 9 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
              Action                      Labor cost             Parts cost           product        operators
----------------------------------------------------------------------------------------------------------------
Inspections, torque, and            4 work-hours x $85     None.................            $340          $3,060
 measurement.                        per hour = $340.
Rigging MCD and replacing bolts...  49 work-hours x $85    0 \[1]\..............           4,165          37,485
                                     per hour = $4,165.
----------------------------------------------------------------------------------------------------------------
\[1]\ We have received no definitive data that would enable us to provide parts cost for the bolt replacement
  specified in this AD.

    We estimate the following costs to do any necessary related 
investigative actions and certain replacements 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 actions:

[[Page 79465]]



                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                    Action                                 Labor cost               Parts cost        product
----------------------------------------------------------------------------------------------------------------
Related investigative actions.................  2 work-hours x $85 per hour =                 $0            $170
                                                 $170.
Replacements of broken/missing parts..........  2 work-hours x $85 per hour =            \[2]\ 0             170
                                                 $170.
----------------------------------------------------------------------------------------------------------------
\[2]\ We have received no definitive data that would enable us to provide parts cost for the part replacements
  specified in this AD.

    We also have received no definitive data that would enable us to 
provide cost estimates for the on-condition repair 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.
    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

    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 adding the following new airworthiness 
directive (AD):

2015-25-01 The Boeing Company: Amendment 39-18339; Docket No. FAA-
2013-0300; Directorate Identifier 2011-NM-163-AD.

(a) Effective Date

    This AD is effective January 26, 2016.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 757-200, 757-200CB, 
and 757-200PF airplanes; certificated in any category; as identified 
in Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated 
December 19, 2014.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted by a report that a forward-most cam latch 
on the forward center cam latch pair on a main cargo door (MCD) 
broke during flight. We are issuing to detect and correct cracked or 
damaged cam latches, latch pins, and latch pin cross bolts, which 
could reduce the structural integrity of the MCD, and result in 
potential loss of the cargo door and rapid decompression of the 
airplane.

(f) Compliance

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

(g) Repetitive MCD Inspections, Other Specified Actions, Related 
Investigative Actions, and Corrective Actions (Including Bolt 
Replacement and MCD Rigging)

    At the applicable times specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091, 
Revision 1, dated December 19, 2014, except as provided by paragraph 
(j)(1) of this AD: Do a general visual inspection for broken or 
missing cam latches, latch pins, and latch pin cross bolts; torque 
the cross bolts in the latch pins; measure the extension of the 
latch pins; replace all alloy steel cross bolts through the latch 
pins with corrosion resistant steel (CRES) cross bolts; do a general 
visual inspection of all cam latches for lip deformation; do a high 
frequency eddy current (HFEC) or magnetic particle inspection of cam 
latch 1 and cam latch 2 for cracks and replace all cracked or broken 
parts; check the rig of the MCD and re-rig as applicable; and do all 
applicable related investigative and corrective actions; and 
thereafter do all applicable repetitive inspections specified in 
paragraphs (g)(1), (g)(2), and (g)(3) of this AD, in accordance with 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014, except as required 
by paragraph (j)(2) of this AD. Do all applicable related 
investigative and corrective actions at the applicable time 
specified in table 1 of paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19, 
2014. Do all applicable repetitive inspections at the applicable 
time and intervals specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091, 
Revision 1, dated December 19, 2014, until the rig of the MCD has 
been checked in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated 
December 19, 2014.
    (1) For Condition 2 as defined in Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014: Do repetitive 
general visual inspections for broken or missing cam latches, latch 
pins, and latch pin cross bolts.
    (2) For Condition 3 as defined in Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014: Repetitive general 
visual inspections for broken or missing cam latches, latch pins, 
and latch pin cross bolts and repetitive detailed inspections of the 
discrepant cam latch and mating latch pin for any cracks, or gouges 
in critical areas.
    (3) For Condition 4 as defined in Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014: Repetitive general 
visual inspections for broken or missing cam latches, latch pins, 
and latch pin cross bolts; repetitive detailed inspections of the 
cam latches and latch pins for any cracks, or any gouges in critical 
areas; and, unless replaced with new or reworked parts, repetitive 
HFEC or magnetic particle

[[Page 79466]]

inspections of cam latch 1 and cam latch 2 for any cracks.

(h) Repetitive MCD Post-Rigging Inspections and Corrective Actions

    At the applicable times specified in table 2 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091, 
Revision 1, dated December 19, 2014: Do general visual inspections 
for any broken or missing cam latches, latch pins, and latch pin 
cross bolts; a detailed inspection of the cam latches and latch pins 
for any cracks, or any gouges in critical areas; and an HFEC or 
magnetic particle inspection of cam latch 1 and cam latch 2 for 
cracks; and do all applicable corrective actions, in accordance with 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
757-52A0091, Revision 1, dated December 19, 2014; except as required 
by paragraph (j)(2) of this AD. Do all applicable corrective actions 
before further flight. Repeat the inspections thereafter at the 
applicable times specified in table 2 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091, 
Revision 1, dated December 19, 2014.

(i) Parts Installation Prohibition

    As of the effective date of this AD, no person may install an 
alloy steel bolt as a cross bolt through any latch pin fitting 
assembly in the lower sill of the MCD on any airplane.

(j) Exceptions to Service Bulletin Specifications

    The following exceptions apply in this AD.
    (1) Where Boeing Alert Service Bulletin 757-52A0091, Revision 1, 
dated December 19, 2014, specifies a compliance time after the 
original issue date of that service bulletin, this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.
    (2) Where Boeing Alert Service Bulletin 757-52A0091, Revision 1, 
dated December 19, 2014, specifies to contact Boeing for appropriate 
action: Before further flight, repair using a method approved in 
accordance with the procedures specified in paragraph (l) of this 
AD.

(k) Credit for Previous Actions

    This paragraph provides credit for the corresponding actions 
required by paragraphs (g) and (h) of this AD, if those actions were 
done before the effective date of this AD, using Boeing Alert 
Service Bulletin 757-52A0091, dated March 9, 2010, which is not 
incorporated by reference in this AD.

(l) Alternative Methods of Compliance (AMOCs)

    (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 (m)(1) of this AD. 
Information may be emailed to: <a href="/cdn-cgi/l/email-protection#50697d111e1d7d03353124243c357d11131f7d111d1f137d0235212535232423103631317e373f26"><span class="__cf_email__" data-cfemail="8cb5a1cdc2c1a1dfe9edf8f8e0e9a1cdcfc3a1cdc1c3cfa1dee9fdf9e9fff8ffcceaededa2ebe3fa">[email&#160;protected]</span></a>.
    (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.

(m) Related Information

    (1) For more information about this AD, contact Kimberly DeVoe, 
Aerospace Engineer, Cabin Safety and Environmental Systems Branch, 
ANM-150S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue SW., Renton, WA 98057-3356; phone: 425-917-6495; fax: 425-
917-6590; email: <a href="/cdn-cgi/l/email-protection#513a383c3334233d287f3534273e34113730307f363e27"><span class="__cf_email__" data-cfemail="274c4e4a4542554b5e0943425148426741464609404851">[email&#160;protected]</span></a>.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (n)(3) and (n)(4) of this AD.

(n) 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 757-52A0091, Revision 1, dated 
December 19, 2014.
    (ii) Reserved.
    (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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (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.
    (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: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">http://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.

    Issued in Renton, Washington, on November 25, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-30818 Filed 12-21-15; 8:45 am]
BILLING CODE 4910-13-P