Airworthiness Directives; Boeing Model 767-200, -300, and -300F Series Airplanes, 30617-30621 [05-10433]
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Federal Register / Vol. 70, No. 102 / Friday, May 27, 2005 / Rules and Regulations
were to fail simultaneously, and consequent
reduced controllability of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
30617
Compliance Times
(f) At the applicable time in Table 1 of this
AD, do the action required by paragraph (g)
of this AD.
TABLE 1.—COMPLIANCE TIMES
For airplanes having—
Compliance time
(1) Less than 5,000 total flight cycles as of the effective date of this AD
(2) 5,000 or more total flight cycles as of the effective date of this AD ..
Replacement
(g) Replace the eight brake fuses of the
hydraulic quantity limiter by doing either
Option 1 or Option 2 in Table 2 of this AD
in accordance with Boeing Alert Service
Bulletin 717–32A0031, dated September 10,
2004.
TABLE 2.—REPLACEMENT
Option—
1 ...............
2 ...............
Replace eight fuses having part
number (P/N) 7918282–5503
with—
New fuses having P/N 7918282–
5505.
Modified and reidentified fuses
having P/N 7918282–5505.
Within 3,600 flight cycles after the effective date of this AD.
Within 1,500 flight cycles after the effective date of this AD.
(NARA). For information on the availability
of this material at the NARA, call (202) 741–
6030, or go to https://www.archives.gov/
federal_ register/code_of_
federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on May 16,
2005.
Michael J. Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–10428 Filed 5–26–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Note 1: Boeing Alert Service Bulletin 717–
32A0031 refers to Parker Hannifin
Corporation Stratoflex Products Division
Service Bulletin 836SD–8–6–20, Revision 1,
dated June 23, 2004, as an additional source
of service information for modifying and
reidentifying the brake fuses.
14 CFR Part 39
Parts Installation
(h) As of the effective date of this AD, no
person may install a brake fuse,
P/N 7918282–5503, on any airplane.
Airworthiness Directives; Boeing
Model 767–200, –300, and –300F Series
Airplanes
Alternative Methods of Compliance
(AMOCs)
(i) The Manager, Los Angeles Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
Material Incorporated by Reference
(j) You must use Boeing Alert Service
Bulletin 717–32A0031, dated September 10,
2004, to perform the actions that are required
by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approves the incorporation by
reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51. To
get copies of the service information, contact
Boeing Commercial Airplanes, Long Beach
Division, 3855 Lakewood Boulevard, Long
Beach, California 90846, Attention: Data and
Service Management, Dept. C1–L5A (D800–
0024). To view the AD docket, go to the
Docket Management Facility, U.S.
Department of Transportation, 400 Seventh
Street SW., room PL–401, Nassif Building,
Washington, DC. To review copies of the
service information, go to the National
Archives and Records Administration
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19:56 May 26, 2005
Jkt 205001
[Docket No. FAA–2004–19753; Directorate
Identifier 2002–NM–264–AD; Amendment
39–14104; AD 2005–11–02]
RIN 2120–AA64
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Boeing Model
767–200, –300, and –300F series
airplanes. That AD currently requires
inspections for fatigue cracking of the
horizontal stabilizer pivot bulkhead,
and repetitive inspections or other
follow-on actions. That action also
provides a permanent repair, which is
optional for airplanes with no cracks,
and, if accomplished, ends the
repetitive inspections. For airplanes on
which the permanent repair is not
installed, this new AD requires
repetitive inspections of the same and
additional inspection locations at new
inspection intervals; a one-time torque
test; and related investigative and
corrective actions. For airplanes on
which the permanent repair is installed,
this new AD would require repetitive
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inspections of the repaired area and, if
necessary, corrective action. This AD is
prompted by reports of loose tension
bolts and crack indications in the
fuselage skin. We are issuing this AD to
find and fix fatigue cracking of the
horizontal stabilizer pivot bulkhead and
adjacent structure, which could result in
loss of the horizontal stabilizer.
DATES: This AD becomes effective July
1, 2005.
The incorporation by reference of
Boeing Alert Service Bulletin 767–
53A0078, Revision 3, dated November
15, 2001; and Boeing Alert Service
Bulletin 767–53A0078, Revision 4,
dated September 26, 2002, as listed in
the AD is approved by the Director of
the Federal Register as of July 1, 2005.
On May 24, 2001 (66 FR 23538, May
9, 2001), the Director of the Federal
Register approved the incorporation by
reference of Boeing Service Bulletin
767–53–0078, Revision 2, dated April
19, 2001.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Docket: The AD docket contains the
proposed AD, comments, and any final
disposition. You can examine the AD
docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The
Docket Management Facility office
(telephone (800) 647–5227) is located on
the plaza level of the Nassif Building at
the U.S. Department of Transportation,
400 Seventh Street SW., room PL–401,
Washington, DC. This docket number is
FAA–2004–19753; the directorate
identifier for this docket is 2002–NM–
264–AD.
FOR FURTHER INFORMATION CONTACT:
Suzanne Masterson, Aerospace
Engineer, Airframe Branch, ANM–120S,
FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6441; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend part 39 of the
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Federal Register / Vol. 70, No. 102 / Friday, May 27, 2005 / Rules and Regulations
Federal Aviation Regulations (14 CFR
part 39) with an AD to supersede AD
2001–09–13, amendment 39–12220 (66
FR 23538, May 9, 2001). The existing
AD applies to certain Boeing Model
767–200, –300, and –300F series
airplanes. The proposed AD was
published in the Federal Register on
December 1, 2004 (69 FR 69838). That
action proposed to require, for airplanes
on which the permanent repair is not
installed, repetitive inspections of the
same and additional inspection
locations at new inspection intervals; a
one-time torque test; and related
investigative and corrective actions. For
airplanes on which the permanent
repair is installed, that action proposed
to require repetitive inspections of the
repaired area and, if necessary,
corrective action.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been submitted on the proposed AD.
Request To Revise Compliance Time
Two commenters request that we
revise the compliance language in
paragraph (n) of the proposed AD to
specify that the earlier-occurring
threshold determines the compliance
time.
We agree that we inadvertently
omitted the phrase ‘‘whichever occurs
first’’ in paragraph (n)(1). We have
revised the final rule accordingly.
Request To Include Grace Period
One commenter, an operator, requests
that we revise paragraph (n) of the
proposed AD to add a grace period to
the inspection threshold. The
commenter reports that some of its
airplanes could exceed the proposed
thresholds and would consequently be
grounded as of the effective date of the
AD. The commenter recommends a
grace period of 18 months.
We agree with the request. A
substantial portion of the Model 767
fleet has accumulated more than 25,000
total flight cycles, and the cited service
bulletin (767–53A0078) for this AD was
originally issued October 15, 1998—
more than 72 months ago. Therefore,
some airplanes indeed could have
already exceeded the thresholds in
proposed paragraph (n). We find that an
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19:56 May 26, 2005
Jkt 205001
18-month grace period will provide an
acceptable level of safety. We have
revised the final rule accordingly by
adding the grace period in new
paragraph (n)(3).
Request To Clarify Certain
Requirements
One commenter, an operator, has no
objections to the proposed AD but notes
a potential discrepancy in certain
requirements. The commenter states
that paragraphs (l)(1)(ii) and (o) of the
proposed AD would require inspection
of airplanes that meet certain criteria in
the service bulletin but does not specify
any requirement for airplanes that do
not meet those criteria. The commenter
requests that we clarify the proposed
AD to address this case.
We agree that clarification might be
necessary. Paragraph (l)(1)(i) of this AD
is required for all airplanes; paragraph
(l)(1)(ii) is an additional action for
certain airplanes. Cracking cannot be
reliably detected—using the inspections
in paragraph (l)—at critical fastener
locations hidden by external doublers,
rub strips, or wear plates; therefore, the
open-hole high frequency eddy current
(HFEC) inspections are required only for
those airplanes that meet those criteria.
For those airplanes, the open-hole HFEC
inspections are required in addition to
the surface inspections (HFEC, low
frequency eddy current, and detailed
visual inspections) required by
paragraph (l) of this AD. We have
revised paragraphs (l)(1)(ii) and (o) of
this final rule to include this
information for clarification.
Request To Add Authorized
Representative
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One commenter requests that we
revise certain formatting for the
paragraph designations in the proposed
AD. Specifically, in the proposed
requirement to ‘‘[d]o all the actions in
paragraph (l)(1),’’ the commenter notes
the potential confusion between the
lower case letter ‘‘L’’ and the numeral
‘‘1,’’ and suggests that using italics
could help the reader differentiate
between the two forms.
We agree that certain paragraph
designations might be difficult to
distinguish. However, the Federal
Register, which is the medium for
notifying the public of official agency
actions (including ADs), establishes the
formatting requirements for regulations.
The proposed AD followed those
formatting requirements. We have not
changed the final rule regarding this
issue.
Explanation of Additional Changes to
Proposed AD
We have identified the inspections in
paragraph (l)(1) in this final rule as
‘‘detailed’’ and ‘‘special detailed’’
inspections. New Note 3 in this final
rule defines a special detailed
inspection.
Boeing has received a Delegation
Option Authorization (DOA). We have
revised this final rule to delegate the
authority to approve an alternative
method of compliance for any repair
required by this AD to the Authorized
Representative for the Boeing DOA
Organization rather than the Designated
Engineering Representative (DER).
Conclusion
One commenter requests a revision to
the section titled ‘‘Difference Between
the Proposed AD and the Service
Bulletin’’ in the preamble of the
proposed AD. The commenter requests
that we include a reference to the
Boeing Airworthiness Representative
(AR) in addition to the Designated
Engineering Representative (DER).
We partially agree with the request.
All active Boeing Company DERs on the
Model 767 fleet have been converted to
ARs. Although the referenced section of
the preamble is not restated in a final
rule, we have replaced the DER
reference in paragraph (p)(3) of this final
rule.
PO 00000
Request for Reformatting
We have carefully reviewed the
available data, including the comments
that have been submitted, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We have determined that these changes
will neither increase the economic
burden on any operator nor increase the
scope of the AD.
Costs of Compliance
This AD will affect about 699
airplanes worldwide. The following
table provides the estimated costs for
U.S. operators to comply with this AD.
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Federal Register / Vol. 70, No. 102 / Friday, May 27, 2005 / Rules and Regulations
30619
ESTIMATED COSTS
Work
hours
Action
Inspection (required by AD 2001–
09–13).
Inspection and torque check (new
action).
Post-modification inspection (new
action).
Average
labor rate
per hour
Parts
Number of U.S.-registered airplanes
Cost per airplane
1
$65
None ...
$65 (per inspection cycle) ..............
287.
4
65
None ...
$260 (per inspection cycle) ............
287.
6
65
None ...
$390 ................................................
Unknown (for those with permanent repair per this AD or AD
2001–09–13).
Authority for This Rulemaking
List of Subjects in 14 CFR Part 39
Requirements of AD 2001–09–13, Restated
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.
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Regulatory Findings
Initial Inspections
(f) Prior to the accumulation of 8,000 total
flight cycles, or within 90 days after May 24,
2001 (the effective date of AD 2001–09–13),
whichever occurs later, perform detailed,
surface high frequency eddy current (HFEC),
and low frequency eddy current (LFEC)
inspections, as applicable, for cracking of the
forward and aft outer chord, aft mid chord,
and upper and lower intercostals of the
Station 1809.5 bulkhead. Do the inspections
per Boeing Service Bulletin 767–53–0078,
Revision 2, dated April 19, 2001; or Boeing
Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001.
Note 1: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive visual
examination of a specific structural area,
system, installation, or assembly to detect
damage, failure, or irregularity. Available
lighting is normally supplemented with a
direct source of good lighting at intensity
deemed appropriate by the inspector.
Inspection aids such as mirror, magnifying
lenses, etc., may be used. Surface cleaning
and elaborate access procedures may be
required.’’
2005–11–02 Boeing: Amendment 39–14104.
Docket No. FAA–2004–19753;
Directorate Identifier 2002–NM–264–AD.
We have determined that 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); 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.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD. See the ADDRESSES section for
a location to examine the regulatory
evaluation.
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Jkt 205001
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing amendment 39–12220 (66 FR
23538, May 9, 2001), and by adding the
following new airworthiness directive
(AD):
I
Effective Date
(a) This AD becomes effective July 1, 2005.
Affected ADs
(b) This AD supersedes AD 2001–09–13,
amendment 39–12220.
Applicability
(c) This AD applies to Boeing Model 767–
200, –300, and –300F series airplanes, as
listed in Boeing Alert Service Bulletin 767–
53A0078, Revision 4, dated September 26,
2002; certificated in any category.
Unsafe Condition
(d) This AD was prompted by reports of
loose tension bolts and crack indications in
the fuselage skin. We are issuing this AD to
find and fix fatigue cracking of the horizontal
stabilizer pivot bulkhead and adjacent
structure, which could result in loss of the
horizontal stabilizer.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
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Repetitive Inspections
(g) For areas where no cracking is found
during the inspection per paragraph (f) of this
AD: Repeat the inspections in paragraph (f)
thereafter at the intervals specified in
paragraphs (g)(1) and (g)(2) of this AD, per
Boeing Service Bulletin 767–53–0078,
Revision 2, dated April 19, 2001; or Boeing
Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001; until
paragraph (i), (l)(1), or (m) of this AD has
been done.
(1) Repeat the detailed inspection every
3,000 flight cycles, or 18 months, whichever
comes first.
(2) Repeat the surface HFEC and LFEC
inspections every 6,000 flight cycles or 36
months, whichever comes first.
Repair and Follow-On Actions
(h) If any cracking is found during any
inspection required by paragraph (f) or (g) of
this AD, before further flight, repair per
paragraph (h)(1) or (h)(2) of this AD, as
applicable.
(1) For cracking of the aft outer chord, aft
mid chord, or any intercostal: Repair per a
method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA. For
a repair method to be approved by the
Manager, Seattle ACO, as required by this
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paragraph, the Manager’s approval letter
must specifically reference this AD.
(2) For cracking of the forward outer chord:
Repair per Boeing Service Bulletin 767–53–
0078, Revision 2, dated April 19, 2001;
Boeing Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001; or
Revision 4, dated September 26, 2002; except
as provided by paragraph (j) of this AD.
Procedures for repair include open-hole
HFEC inspections for cracking of certain
fastener holes of the chord and longeron
fitting, detailed inspections for cracking of
adjacent structure, and installation of new
chords, splices, fairings, and brackets. If the
time-limited repair is done per the service
bulletin, do a detailed inspection of the
repaired area within 1,500 flight cycles or 9
months after installation of the temporary
repair, whichever comes first, and do
paragraph (h)(2)(i) or (h)(2)(ii) of this AD, per
the service bulletin. As of the effective date
of this AD, inspect only in accordance with
Boeing Alert Service Bulletin 767–53A0078,
Revision 4, dated September 26, 2002.
(i) If no cracking is found during the
inspection of the repaired area: Within 3,000
flight cycles or 18 months after installation
of the time-limited repair, whichever comes
first, do paragraph (i), ‘‘Permanent Repair,’’
of this AD.
(ii) If any cracking is found during the
inspection of the repaired area: Before further
flight, do paragraph (i), ‘‘Permanent Repair,’’
of this AD.
Permanent Repair
(i) Except as provided by paragraph (j) of
this AD, installation of the permanent repair
of the forward outer chord, including
accomplishment of all actions specified in
Part 4 of the Accomplishment Instructions of
Boeing Service Bulletin 767–53–0078,
Revision 2, dated April 19, 2001; Boeing
Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001; or
Boeing Alert Service Bulletin 767–53A0078,
Revision 4, dated September 26, 2002;
terminates the repetitive inspections required
by paragraph (g) of this AD. As of the
effective date of this AD, install the
permanent repair only in accordance with
Boeing Alert Service Bulletin 767–53A0078,
Revision 4, dated September 26, 2002.
Note 2: Installation of the permanent repair
before the effective date of this AD in
accordance with Boeing Service Bulletin
767–53–0078, dated October 15, 1998;
Revision 1, dated September 9, 1999; is
acceptable for compliance with paragraph (i)
of this AD.
Exception To Repair Instructions
(j) For repairs of the forward outer chord:
Where the service bulletin specifies to ask
Boeing for repair data, repair per a method
approved by the Manager, Seattle ACO, or
per data meeting the type certification basis
of the airplane approved by a Boeing
Company Designated Engineering
Representative who has been authorized by
the Manager, Seattle ACO, to make such
findings. For a repair method to be approved
by the Manager, Seattle ACO, as required by
this paragraph, the repair must meet the
certification basis of the airplane, and the
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Jkt 205001
Manager’s approval letter must specifically
reference this AD.
New Requirements of This AD
Initial and Repetitive Inspections, and
Torque Test for Airplanes Without the
Permanent Repair
(k) For airplanes that have not had the
permanent repair installed in accordance
with paragraph (i) of this AD, at the later of
the times in paragraphs (k)(1) and (k)(2) of
this AD, do all the actions in paragraph (l)
of this AD.
(1) Within 3,000 flight cycles or 18 months
after the effective date of this AD, whichever
occurs first.
(2) Prior to the accumulation of 8,000 total
flight cycles.
(l) Do all the actions in paragraphs (l)(1)
and (l)(2) of this AD in accordance with ‘‘Part
1—Inspection’’ of the Accomplishment
Instructions of Boeing Alert Service Bulletin
767–53A0078, Revision 4, dated September
26, 2002.
(1) Do a detailed inspection and applicable
special detailed inspections (i.e., using LFEC
and HFEC methods) for cracking of the
forward and aft outer chord, splice fitting, aft
mid chord, aft intercostal, tension fitting, and
fuselage skin, and repeat the applicable
inspections at the applicable time in
paragraph (l)(1)(i) and (l)(1)(ii) of this AD.
This inspection terminates the repetitive
inspections required by paragraphs (f) and (g)
of this AD.
Note 3: For the purposes of this AD, a
special detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. The examination is likely to
make extensive use of specialized inspection
techniques and/or equipment. Intricate
cleaning and substantial access or
disassembly procedure may be required.’’
(i) Repeat the inspections, except for the
open-hole inspections, at intervals not to
exceed 3,000 flight cycles until the
permanent repair in paragraph (m)(2) of this
AD has been done.
(ii) For airplanes that meet the criteria in
flag note 1 of Figure 1 of Boeing Alert Service
Bulletin 767–53A0078, Revision 4, dated
September 26, 2002 (close ream fasteners,
external doubler, rub strip, or wear plate
installed): Repeat the open-hole HFEC
inspections for cracking of the forward outer
chord, splice fitting, tension fitting, and
fuselage skin in Step 7, Figure 2, of the
service bulletin at intervals not to exceed
9,000 flight cycles until the permanent repair
in paragraph (m)(2) of this AD has been done.
The open-hole HFEC inspections are required
in addition to the surface inspections (HFEC,
LFEC, and detailed visual inspections)
required by paragraph (l)(1)(i) of this AD.
(2) Do a one-time torque test and related
investigative and corrective actions of the
tension bolt at lower stringer 12A. If any
corrosion or damage is found in the bolt hole,
and the service bulletin specifies to contact
Boeing for appropriate action: Before further
flight, repair per a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA; or per data meeting the type
certification basis of the airplane approved
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by an Authorized Representative for the
Boeing Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings. For a repair method to be approved,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD.
Corrective Actions
(m) If any cracking is found during any
inspection required by paragraph (l), (n) and
(o) of this AD, before further flight, repair in
accordance with paragraph (m)(1) or (m)(2) of
this AD, as applicable.
(1) For cracks found during the inspection
required by paragraph (n) or (o) of this AD,
or for cracks found in the aft outer chord,
tension fitting, splice fitting, aft mid chord,
or any intercostal: Before further flight, repair
per a method approved by the Manager,
Seattle ACO; or per data meeting the type
certification basis of the airplane approved
by an Authorized Representative for the
Boeing Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings. For a repair method to be approved,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD.
(2) For cracks in the forward outer chord:
Prior to further flight, do the time limited
repair in paragraph (h)(2) of this AD, or do
the permanent repair in paragraph (i) of this
AD. If the time limited repair is done, do the
other applicable actions in paragraph (h)(2)
of this AD at the times specified in that
paragraph. As of the effective date of this AD,
only repairs done per Boeing Alert Service
Bulletin 767–53A0078, Revision 4, dated
September 26, 2002, are acceptable for
compliance with the requirements of this
paragraph.
Repetitive Inspection of Repaired Area
(n) For any airplane on which the
permanent repair in paragraph (i) or (m)(2) of
this AD is installed, at the latest of the times
in paragraphs (n)(1), (n)(2), and (n)(3) of this
AD: Do detailed, LFEC, and applicable HFEC
inspections of the forward and aft outer
chords, tension fitting, splice fitting, and
splice angle for cracks; and a detailed
inspection of the aft mid chord and aft upper
and lower intercostals for cracks. Do the
inspections in accordance with ‘‘Part 6—
After Modification or After-Repair Inspection
Program’’ of the Accomplishment
Instructions of Boeing Alert Service Bulletin
767–53A0078, Revision 4, dated September
26, 2002. Repeat each inspection, except as
provided by paragraph (o) of this AD,
thereafter at intervals not to exceed 6,000
flight cycles, or 36 months, whichever occurs
first.
(1) Within 12,000 flight cycles or 72
months, whichever occurs first, after the
repair accomplished in accordance with
paragraph (i) or (m)(2) of this AD.
(2) Prior to the accumulation of 25,000
total flight cycles.
(3) Within 18 months after the effective
date of this AD.
(o) For any airplane on which the
permanent repair in paragraph (i) or (m)(2) of
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27MYR1
Federal Register / Vol. 70, No. 102 / Friday, May 27, 2005 / Rules and Regulations
this AD is installed, and that meets the
criteria (close ream fasteners, external
doubler, rub strip or wear plate installed) in
flag note 1 of Figure 9 of Boeing Alert Service
Bulletin 767–53A0078, Revision 4, dated
September 26, 2002: After the initial
inspection in paragraph (n) of this AD, repeat
the open-hole HFEC inspection in Step 7 of
Figure 10 of the service bulletin, at intervals
not to exceed 12,000 flight cycles, or 72
months, whichever occurs first. The openhole HFEC inspections are required in
addition to the surface inspections (HFEC,
LFEC, and detailed visual inspections)
required by paragraph (n) of this AD.
Alternative Methods of Compliance
(p)(1) In accordance with 14 CFR 39.19, the
Manager, Seattle ACO, is authorized to
approve alternative methods of compliance
(AMOCs) for the corresponding provisions of
this AD.
(2) AMOCs approved previously per AD
2001–09–13, amendment 39–12220, are
approved as AMOCs with the corresponding
provisions of this AD.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make such
findings.
Material Incorporated by Reference
(q) Unless otherwise specified in this AD,
the actions must be done in accordance with
Boeing Service Bulletin 767–53–0078,
Revision 2, dated April 19, 2001; Boeing
Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001; and
Boeing Alert Service Bulletin 767–53A0078,
Revision 4, dated September 26, 2002; as
applicable.
(1) The incorporation by reference of
Boeing Alert Service Bulletin 767–53A0078,
Revision 3, dated November 15, 2001; and
Boeing Alert Service Bulletin 767–53A0078,
Revision 4, dated September 26, 2002; is
approved by the Director of the Federal
Register, in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51.
(2) The incorporation by reference of
Boeing Service Bulletin 767–53–0078,
Revision 2, dated April 19, 2001, was
approved previously by the Director of the
Federal Register as of May 24, 2001 (66 FR
23538, May 9, 2001).
(3) To get copies of the service information,
contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207.
You may view the AD docket at the Docket
Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW.,
room PL–401, Nassif Building, Washington,
DC. To review copies of the service
information, go to the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030, or go
to https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
VerDate jul<14>2003
19:56 May 26, 2005
Jkt 205001
Issued in Renton, Washington, on May 16,
2005.
Michael J. Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–10433 Filed 5–26–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21315; Directorate
Identifier 2005–NM–090–AD; Amendment
39–14106; AD 2005–11–04]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–1A11 (CL–600), CL–
600–2A12 (CL–601), and CL–600–2B16
(CL–601–3A, CL–601–3R, and CL–604)
Airplanes Modified by Supplemental
Type Certificate (STC) SA4900SW
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Bombardier Model CL–600–1A11 (CL–
600), CL–600–2A12 (CL–601), and CL–
600–2B16 (CL–601–3A, CL–601–3R, and
CL–604) airplanes modified by STC
SA4900SW. This AD requires revising
the airplane flight manual (AFM) to
require repetitive visual checks of the
microphone jack assemblies on both
control columns to detect damage that
may interfere with movement of the
control column. This AD also requires
modification of the microphone jack
assembly, related investigative actions,
and corrective actions if necessary,
which allows the AFM revision to be
removed from the AFM. This AD is
prompted by a report of a rejected takeoff and subsequent runway overrun due
to restricted movement of the co-pilot’s
control column, which resulted in
collapse of the nose landing gear and
consequent damage of the forward
fuselage. We are issuing this AD to
prevent a damaged microphone jack
assembly from interfering with
movement of the control column, which
could result in loss of control of the
airplane.
DATES: Effective May 27, 2005.
The incorporation by reference of a
certain publication listed in the AD is
approved by the Director of the Federal
Register as of May 27, 2005.
We must receive comments on this
AD by July 26, 2005.
PO 00000
Frm 00017
Fmt 4700
Sfmt 4700
30621
Use one of the following
addresses to submit comments on this
AD.
• DOT Docket Web site: Go to http:/
/dms.dot.gov and follow the instructions
for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this AD, contact Raytheon Aircraft
Company, P.O. Box 3356, Little Rock,
Arkansas 72203; or Bombardier, Inc.,
Canadair, Aerospace Group, P.O. Box
6087, Station Centre-ville, Montreal,
Quebec H3C 3G9, Canada.
You can examine the contents of this
AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., room PL–401, on the plaza level of
the Nassif Building, Washington, DC.
This docket number is FAA–2005–
21315; the directorate identifier for this
docket is 2005–NM–090–AD.
ADDRESSES:
Examining the Docket
You can examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System (DMS) receives
them.
John
Hardie, Aerospace Engineer, Special
Certification Office, ASW–190, 2601
Meacham Blvd., Fort Worth, Texas
76137–4298; telephone (817) 222–5194;
fax (817) 222–5785.
SUPPLEMENTARY INFORMATION: We have
received a report indicating that a
Bombardier Model CL–600–1A11 (CL–
600) airplane experienced a rejected
take-off and subsequently overran the
runway. The nose landing gear
collapsed, and the forward fuselage was
damaged as a result of the incident. The
FOR FURTHER INFORMATION CONTACT:
E:\FR\FM\27MYR1.SGM
27MYR1
]]>Agencies
[Federal Register Volume 70, Number 102 (Friday, May 27, 2005)]
[Rules and Regulations]
[Pages 30617-30621]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-10433]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19753; Directorate Identifier 2002-NM-264-AD;
Amendment 39-14104; AD 2005-11-02]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 767-200, -300, and -300F
Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD), which applies to certain Boeing Model 767-200, -300, and -300F
series airplanes. That AD currently requires inspections for fatigue
cracking of the horizontal stabilizer pivot bulkhead, and repetitive
inspections or other follow-on actions. That action also provides a
permanent repair, which is optional for airplanes with no cracks, and,
if accomplished, ends the repetitive inspections. For airplanes on
which the permanent repair is not installed, this new AD requires
repetitive inspections of the same and additional inspection locations
at new inspection intervals; a one-time torque test; and related
investigative and corrective actions. For airplanes on which the
permanent repair is installed, this new AD would require repetitive
inspections of the repaired area and, if necessary, corrective action.
This AD is prompted by reports of loose tension bolts and crack
indications in the fuselage skin. We are issuing this AD to find and
fix fatigue cracking of the horizontal stabilizer pivot bulkhead and
adjacent structure, which could result in loss of the horizontal
stabilizer.
DATES: This AD becomes effective July 1, 2005.
The incorporation by reference of Boeing Alert Service Bulletin
767-53A0078, Revision 3, dated November 15, 2001; and Boeing Alert
Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002, as
listed in the AD is approved by the Director of the Federal Register as
of July 1, 2005.
On May 24, 2001 (66 FR 23538, May 9, 2001), the Director of the
Federal Register approved the incorporation by reference of Boeing
Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Docket: The AD docket contains the proposed AD, comments, and any
final disposition. You can examine the AD docket on the Internet at
https://dms.dot.gov, or in person at the Docket Management Facility
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Washington, DC. This docket number is FAA-2004-19753; the directorate
identifier for this docket is 2002-NM-264-AD.
FOR FURTHER INFORMATION CONTACT: Suzanne Masterson, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6441; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend part 39 of the
[[Page 30618]]
Federal Aviation Regulations (14 CFR part 39) with an AD to supersede
AD 2001-09-13, amendment 39-12220 (66 FR 23538, May 9, 2001). The
existing AD applies to certain Boeing Model 767-200, -300, and -300F
series airplanes. The proposed AD was published in the Federal Register
on December 1, 2004 (69 FR 69838). That action proposed to require, for
airplanes on which the permanent repair is not installed, repetitive
inspections of the same and additional inspection locations at new
inspection intervals; a one-time torque test; and related investigative
and corrective actions. For airplanes on which the permanent repair is
installed, that action proposed to require repetitive inspections of
the repaired area and, if necessary, corrective action.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
submitted on the proposed AD.
Request To Revise Compliance Time
Two commenters request that we revise the compliance language in
paragraph (n) of the proposed AD to specify that the earlier-occurring
threshold determines the compliance time.
We agree that we inadvertently omitted the phrase ``whichever
occurs first'' in paragraph (n)(1). We have revised the final rule
accordingly.
Request To Include Grace Period
One commenter, an operator, requests that we revise paragraph (n)
of the proposed AD to add a grace period to the inspection threshold.
The commenter reports that some of its airplanes could exceed the
proposed thresholds and would consequently be grounded as of the
effective date of the AD. The commenter recommends a grace period of 18
months.
We agree with the request. A substantial portion of the Model 767
fleet has accumulated more than 25,000 total flight cycles, and the
cited service bulletin (767-53A0078) for this AD was originally issued
October 15, 1998--more than 72 months ago. Therefore, some airplanes
indeed could have already exceeded the thresholds in proposed paragraph
(n). We find that an 18-month grace period will provide an acceptable
level of safety. We have revised the final rule accordingly by adding
the grace period in new paragraph (n)(3).
Request To Clarify Certain Requirements
One commenter, an operator, has no objections to the proposed AD
but notes a potential discrepancy in certain requirements. The
commenter states that paragraphs (l)(1)(ii) and (o) of the proposed AD
would require inspection of airplanes that meet certain criteria in the
service bulletin but does not specify any requirement for airplanes
that do not meet those criteria. The commenter requests that we clarify
the proposed AD to address this case.
We agree that clarification might be necessary. Paragraph (l)(1)(i)
of this AD is required for all airplanes; paragraph (l)(1)(ii) is an
additional action for certain airplanes. Cracking cannot be reliably
detected--using the inspections in paragraph (l)--at critical fastener
locations hidden by external doublers, rub strips, or wear plates;
therefore, the open-hole high frequency eddy current (HFEC) inspections
are required only for those airplanes that meet those criteria. For
those airplanes, the open-hole HFEC inspections are required in
addition to the surface inspections (HFEC, low frequency eddy current,
and detailed visual inspections) required by paragraph (l) of this AD.
We have revised paragraphs (l)(1)(ii) and (o) of this final rule to
include this information for clarification.
Request To Add Authorized Representative
One commenter requests a revision to the section titled
``Difference Between the Proposed AD and the Service Bulletin'' in the
preamble of the proposed AD. The commenter requests that we include a
reference to the Boeing Airworthiness Representative (AR) in addition
to the Designated Engineering Representative (DER).
We partially agree with the request. All active Boeing Company DERs
on the Model 767 fleet have been converted to ARs. Although the
referenced section of the preamble is not restated in a final rule, we
have replaced the DER reference in paragraph (p)(3) of this final rule.
Request for Reformatting
One commenter requests that we revise certain formatting for the
paragraph designations in the proposed AD. Specifically, in the
proposed requirement to ``[d]o all the actions in paragraph (l)(1),''
the commenter notes the potential confusion between the lower case
letter ``L'' and the numeral ``1,'' and suggests that using italics
could help the reader differentiate between the two forms.
We agree that certain paragraph designations might be difficult to
distinguish. However, the Federal Register, which is the medium for
notifying the public of official agency actions (including ADs),
establishes the formatting requirements for regulations. The proposed
AD followed those formatting requirements. We have not changed the
final rule regarding this issue.
Explanation of Additional Changes to Proposed AD
We have identified the inspections in paragraph (l)(1) in this
final rule as ``detailed'' and ``special detailed'' inspections. New
Note 3 in this final rule defines a special detailed inspection.
Boeing has received a Delegation Option Authorization (DOA). We
have revised this final rule to delegate the authority to approve an
alternative method of compliance for any repair required by this AD to
the Authorized Representative for the Boeing DOA Organization rather
than the Designated Engineering Representative (DER).
Conclusion
We have carefully reviewed the available data, including the
comments that have been submitted, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
This AD will affect about 699 airplanes worldwide. The following
table provides the estimated costs for U.S. operators to comply with
this AD.
[[Page 30619]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Average Number of U.S.-
Action Work labor rate Parts Cost per airplane registered
hours per hour airplanes
----------------------------------------------------------------------------------------------------------------
Inspection (required by AD 2001- 1 $65 None........... $65 (per inspection 287.
09-13). cycle).
Inspection and torque check (new 4 65 None........... $260 (per 287.
action). inspection cycle).
Post-modification inspection (new 6 65 None........... $390............... Unknown (for those
action). with permanent
repair per this AD
or AD 2001-09-13).
----------------------------------------------------------------------------------------------------------------
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
We have determined that 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); 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.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD. See the ADDRESSES section for a location to
examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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 removing amendment 39-12220 (66 FR
23538, May 9, 2001), and by adding the following new airworthiness
directive (AD):
2005-11-02 Boeing: Amendment 39-14104. Docket No. FAA-2004-19753;
Directorate Identifier 2002-NM-264-AD.
Effective Date
(a) This AD becomes effective July 1, 2005.
Affected ADs
(b) This AD supersedes AD 2001-09-13, amendment 39-12220.
Applicability
(c) This AD applies to Boeing Model 767-200, -300, and -300F
series airplanes, as listed in Boeing Alert Service Bulletin 767-
53A0078, Revision 4, dated September 26, 2002; certificated in any
category.
Unsafe Condition
(d) This AD was prompted by reports of loose tension bolts and
crack indications in the fuselage skin. We are issuing this AD to
find and fix fatigue cracking of the horizontal stabilizer pivot
bulkhead and adjacent structure, which could result in loss of the
horizontal stabilizer.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Requirements of AD 2001-09-13, Restated
Initial Inspections
(f) Prior to the accumulation of 8,000 total flight cycles, or
within 90 days after May 24, 2001 (the effective date of AD 2001-09-
13), whichever occurs later, perform detailed, surface high
frequency eddy current (HFEC), and low frequency eddy current (LFEC)
inspections, as applicable, for cracking of the forward and aft
outer chord, aft mid chord, and upper and lower intercostals of the
Station 1809.5 bulkhead. Do the inspections per Boeing Service
Bulletin 767-53-0078, Revision 2, dated April 19, 2001; or Boeing
Alert Service Bulletin 767-53A0078, Revision 3, dated November 15,
2001.
Note 1: For the purposes of this AD, a detailed inspection is:
``An intensive visual examination of a specific structural area,
system, installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at intensity deemed appropriate by
the inspector. Inspection aids such as mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
Repetitive Inspections
(g) For areas where no cracking is found during the inspection
per paragraph (f) of this AD: Repeat the inspections in paragraph
(f) thereafter at the intervals specified in paragraphs (g)(1) and
(g)(2) of this AD, per Boeing Service Bulletin 767-53-0078, Revision
2, dated April 19, 2001; or Boeing Alert Service Bulletin 767-
53A0078, Revision 3, dated November 15, 2001; until paragraph (i),
(l)(1), or (m) of this AD has been done.
(1) Repeat the detailed inspection every 3,000 flight cycles, or
18 months, whichever comes first.
(2) Repeat the surface HFEC and LFEC inspections every 6,000
flight cycles or 36 months, whichever comes first.
Repair and Follow-On Actions
(h) If any cracking is found during any inspection required by
paragraph (f) or (g) of this AD, before further flight, repair per
paragraph (h)(1) or (h)(2) of this AD, as applicable.
(1) For cracking of the aft outer chord, aft mid chord, or any
intercostal: Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA. For a repair method to be
approved by the Manager, Seattle ACO, as required by this
[[Page 30620]]
paragraph, the Manager's approval letter must specifically reference
this AD.
(2) For cracking of the forward outer chord: Repair per Boeing
Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001;
Boeing Alert Service Bulletin 767-53A0078, Revision 3, dated
November 15, 2001; or Revision 4, dated September 26, 2002; except
as provided by paragraph (j) of this AD. Procedures for repair
include open-hole HFEC inspections for cracking of certain fastener
holes of the chord and longeron fitting, detailed inspections for
cracking of adjacent structure, and installation of new chords,
splices, fairings, and brackets. If the time-limited repair is done
per the service bulletin, do a detailed inspection of the repaired
area within 1,500 flight cycles or 9 months after installation of
the temporary repair, whichever comes first, and do paragraph
(h)(2)(i) or (h)(2)(ii) of this AD, per the service bulletin. As of
the effective date of this AD, inspect only in accordance with
Boeing Alert Service Bulletin 767-53A0078, Revision 4, dated
September 26, 2002.
(i) If no cracking is found during the inspection of the
repaired area: Within 3,000 flight cycles or 18 months after
installation of the time-limited repair, whichever comes first, do
paragraph (i), ``Permanent Repair,'' of this AD.
(ii) If any cracking is found during the inspection of the
repaired area: Before further flight, do paragraph (i), ``Permanent
Repair,'' of this AD.
Permanent Repair
(i) Except as provided by paragraph (j) of this AD, installation
of the permanent repair of the forward outer chord, including
accomplishment of all actions specified in Part 4 of the
Accomplishment Instructions of Boeing Service Bulletin 767-53-0078,
Revision 2, dated April 19, 2001; Boeing Alert Service Bulletin 767-
53A0078, Revision 3, dated November 15, 2001; or Boeing Alert
Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002;
terminates the repetitive inspections required by paragraph (g) of
this AD. As of the effective date of this AD, install the permanent
repair only in accordance with Boeing Alert Service Bulletin 767-
53A0078, Revision 4, dated September 26, 2002.
Note 2: Installation of the permanent repair before the
effective date of this AD in accordance with Boeing Service Bulletin
767-53-0078, dated October 15, 1998; Revision 1, dated September 9,
1999; is acceptable for compliance with paragraph (i) of this AD.
Exception To Repair Instructions
(j) For repairs of the forward outer chord: Where the service
bulletin specifies to ask Boeing for repair data, repair per a
method approved by the Manager, Seattle ACO, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, to make such findings. For a
repair method to be approved by the Manager, Seattle ACO, as
required by this paragraph, the repair must meet the certification
basis of the airplane, and the Manager's approval letter must
specifically reference this AD.
New Requirements of This AD
Initial and Repetitive Inspections, and Torque Test for Airplanes
Without the Permanent Repair
(k) For airplanes that have not had the permanent repair
installed in accordance with paragraph (i) of this AD, at the later
of the times in paragraphs (k)(1) and (k)(2) of this AD, do all the
actions in paragraph (l) of this AD.
(1) Within 3,000 flight cycles or 18 months after the effective
date of this AD, whichever occurs first.
(2) Prior to the accumulation of 8,000 total flight cycles.
(l) Do all the actions in paragraphs (l)(1) and (l)(2) of this
AD in accordance with ``Part 1--Inspection'' of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-53A0078, Revision
4, dated September 26, 2002.
(1) Do a detailed inspection and applicable special detailed
inspections (i.e., using LFEC and HFEC methods) for cracking of the
forward and aft outer chord, splice fitting, aft mid chord, aft
intercostal, tension fitting, and fuselage skin, and repeat the
applicable inspections at the applicable time in paragraph (l)(1)(i)
and (l)(1)(ii) of this AD. This inspection terminates the repetitive
inspections required by paragraphs (f) and (g) of this AD.
Note 3: For the purposes of this AD, a special detailed
inspection is: ``An intensive examination of a specific item,
installation, or assembly to detect damage, failure, or
irregularity. The examination is likely to make extensive use of
specialized inspection techniques and/or equipment. Intricate
cleaning and substantial access or disassembly procedure may be
required.''
(i) Repeat the inspections, except for the open-hole
inspections, at intervals not to exceed 3,000 flight cycles until
the permanent repair in paragraph (m)(2) of this AD has been done.
(ii) For airplanes that meet the criteria in flag note 1 of
Figure 1 of Boeing Alert Service Bulletin 767-53A0078, Revision 4,
dated September 26, 2002 (close ream fasteners, external doubler,
rub strip, or wear plate installed): Repeat the open-hole HFEC
inspections for cracking of the forward outer chord, splice fitting,
tension fitting, and fuselage skin in Step 7, Figure 2, of the
service bulletin at intervals not to exceed 9,000 flight cycles
until the permanent repair in paragraph (m)(2) of this AD has been
done. The open-hole HFEC inspections are required in addition to the
surface inspections (HFEC, LFEC, and detailed visual inspections)
required by paragraph (l)(1)(i) of this AD.
(2) Do a one-time torque test and related investigative and
corrective actions of the tension bolt at lower stringer 12A. If any
corrosion or damage is found in the bolt hole, and the service
bulletin specifies to contact Boeing for appropriate action: Before
further flight, repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA; or per data meeting the
type certification basis of the airplane approved by an Authorized
Representative for the Boeing Delegation Option Authorization
Organization who has been authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to be approved, the repair
must meet the certification basis of the airplane, and the approval
must specifically refer to this AD.
Corrective Actions
(m) If any cracking is found during any inspection required by
paragraph (l), (n) and (o) of this AD, before further flight, repair
in accordance with paragraph (m)(1) or (m)(2) of this AD, as
applicable.
(1) For cracks found during the inspection required by paragraph
(n) or (o) of this AD, or for cracks found in the aft outer chord,
tension fitting, splice fitting, aft mid chord, or any intercostal:
Before further flight, repair per a method approved by the Manager,
Seattle ACO; or per data meeting the type certification basis of the
airplane approved by an Authorized Representative for the Boeing
Delegation Option Authorization Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the repair must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD.
(2) For cracks in the forward outer chord: Prior to further
flight, do the time limited repair in paragraph (h)(2) of this AD,
or do the permanent repair in paragraph (i) of this AD. If the time
limited repair is done, do the other applicable actions in paragraph
(h)(2) of this AD at the times specified in that paragraph. As of
the effective date of this AD, only repairs done per Boeing Alert
Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002,
are acceptable for compliance with the requirements of this
paragraph.
Repetitive Inspection of Repaired Area
(n) For any airplane on which the permanent repair in paragraph
(i) or (m)(2) of this AD is installed, at the latest of the times in
paragraphs (n)(1), (n)(2), and (n)(3) of this AD: Do detailed, LFEC,
and applicable HFEC inspections of the forward and aft outer chords,
tension fitting, splice fitting, and splice angle for cracks; and a
detailed inspection of the aft mid chord and aft upper and lower
intercostals for cracks. Do the inspections in accordance with
``Part 6--After Modification or After-Repair Inspection Program'' of
the Accomplishment Instructions of Boeing Alert Service Bulletin
767-53A0078, Revision 4, dated September 26, 2002. Repeat each
inspection, except as provided by paragraph (o) of this AD,
thereafter at intervals not to exceed 6,000 flight cycles, or 36
months, whichever occurs first.
(1) Within 12,000 flight cycles or 72 months, whichever occurs
first, after the repair accomplished in accordance with paragraph
(i) or (m)(2) of this AD.
(2) Prior to the accumulation of 25,000 total flight cycles.
(3) Within 18 months after the effective date of this AD.
(o) For any airplane on which the permanent repair in paragraph
(i) or (m)(2) of
[[Page 30621]]
this AD is installed, and that meets the criteria (close ream
fasteners, external doubler, rub strip or wear plate installed) in
flag note 1 of Figure 9 of Boeing Alert Service Bulletin 767-
53A0078, Revision 4, dated September 26, 2002: After the initial
inspection in paragraph (n) of this AD, repeat the open-hole HFEC
inspection in Step 7 of Figure 10 of the service bulletin, at
intervals not to exceed 12,000 flight cycles, or 72 months,
whichever occurs first. The open-hole HFEC inspections are required
in addition to the surface inspections (HFEC, LFEC, and detailed
visual inspections) required by paragraph (n) of this AD.
Alternative Methods of Compliance
(p)(1) In accordance with 14 CFR 39.19, the Manager, Seattle
ACO, is authorized to approve alternative methods of compliance
(AMOCs) for the corresponding provisions of this AD.
(2) AMOCs approved previously per AD 2001-09-13, amendment 39-
12220, are approved as AMOCs with the corresponding provisions of
this AD.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Delegation Option
Authorization Organization who has been authorized by the Manager,
Seattle ACO, to make such findings.
Material Incorporated by Reference
(q) Unless otherwise specified in this AD, the actions must be
done in accordance with Boeing Service Bulletin 767-53-0078,
Revision 2, dated April 19, 2001; Boeing Alert Service Bulletin 767-
53A0078, Revision 3, dated November 15, 2001; and Boeing Alert
Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002;
as applicable.
(1) The incorporation by reference of Boeing Alert Service
Bulletin 767-53A0078, Revision 3, dated November 15, 2001; and
Boeing Alert Service Bulletin 767-53A0078, Revision 4, dated
September 26, 2002; is approved by the Director of the Federal
Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
(2) The incorporation by reference of Boeing Service Bulletin
767-53-0078, Revision 2, dated April 19, 2001, was approved
previously by the Director of the Federal Register as of May 24,
2001 (66 FR 23538, May 9, 2001).
(3) To get copies of the service information, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
You may view the AD docket at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Nassif Building, Washington, DC. To review copies of the service
information, go to the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call (202) 741-6030, or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/ibr_
locations.html.
Issued in Renton, Washington, on May 16, 2005.
Michael J. Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-10433 Filed 5-26-05; 8:45 am]
BILLING CODE 4910-13-P
