Airworthiness Directives; Boeing Model 767-200, -300, and -300F Series Airplanes, 27949-27953 [06-4423]
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27949
Rules and Regulations
Federal Register
Vol. 71, No. 93
Monday, May 15, 2006
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22529; Directorate
Identifier 2005–NM–099–AD; Amendment
39–14592; AD 2006–10–08]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 767–200, –300, and –300F Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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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
repetitive inspections of the lubrication
passage and link assembly joint in the
inboard and outboard flaps of the
trailing edge for discrepancies, and
corrective action if necessary. This new
AD requires new inspections for
cracking or severe wear of the bearings
of the link assembly, inspections of any
link assembly not previously inspected
for damage, and corrective actions if
necessary. This AD also ends the
existing repetitive inspections for
certain airplanes, and extends the
repetitive interval for the existing
repetitive inspections and the
compliance time for the corrective
action on certain other airplanes. This
AD also provides an optional
terminating action. This AD results from
additional reports indicating fractured
bearings of the link assembly joint in the
inboard and outboard flaps of the
trailing edge. We are issuing this AD to
prevent failure of the bearings in the
link assembly joint, which could result
in separation of the inboard or outboard
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flap and consequent loss of control of
the airplane.
DATES: This AD becomes effective
June 19, 2006.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of June 19, 2006.
On February 14, 2002 (67 FR 4328,
January 30, 2002), the Director of the
Federal Register approved the
incorporation by reference of Boeing
Alert Service Bulletin 767–27A0167,
dated December 7, 2000.
ADDRESSES: You may examine the 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., Nassif Building, room PL–401,
Washington, DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT:
Candice Gerretsen, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6428; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the airworthiness
directive (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 street address stated in the
ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2002–01–15, amendment
39–12609 (67 FR 4328, January 30,
2002). The existing AD applies to
certain Boeing Model 767–200, –300,
and –300F series airplanes. That NPRM
was published in the Federal Register
on September 27, 2005 (70 FR 56383).
That NPRM proposed to require the
following actions:
• Repetitive inspections of the
lubrication passage and link assembly
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joint in the inboard and outboard flaps
of the trailing edge for discrepancies,
and corrective action if necessary.
• New inspections for cracking or
severe wear of the bearings of the link
assembly, and corrective actions if
necessary.
• Inspections of any link assembly
not previously inspected for damage,
and replacement with a new assembly if
necessary.
That NPRM also proposed to end the
existing repetitive inspections for
certain airplanes, and extend the
repetitive interval for the existing
repetitive inspections and the
compliance time for the corrective
action on certain other airplanes. That
NPRM also provided an optional
terminating action that would end the
repetitive inspections.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been received on the NPRM.
Support for the Proposed AD
One commenter, US Airways,
supports the NPRM.
Request To Clarify Compliance Times
Boeing requests that we clarify a
compliance time stated in paragraph
(g)(2) of the NPRM. For an airplane on
which the lubrication passage was
blocked but no fractured bearing or
loose or damaged joint was found,
paragraph (g)(2) of the NPRM would
require doing the actions in Part 2 of
Boeing Alert Service Bulletin 767–
27A0167 within 24 months after doing
the initial inspection in accordance with
Part 1 of the service bulletin. The
commenter notes that the relevant point
in time is the most recent inspection in
accordance with Part 1 of the service
bulletin, which is not necessarily the
time of the initial inspection. The
commenter requests that we revise
paragraph (g)(2) to require doing the
actions in Part 2 of the service bulletin
within 24 months after the most recent
inspection in accordance with
paragraph (a) of AD 2002–01–15.
We agree with the request and have
revised paragraph (g)(2) of this AD for
the reasons that Boeing states. For
clarification, we have also included
references to repetitive inspections
performed in accordance with
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paragraph (b)(1) of AD 2002–01–15 and
inspections performed in accordance
with paragraph (f) of this AD.
Similarly, Boeing requests that we
clarify the compliance time in
paragraph (h) of the NPRM. Paragraph
(h) of the NPRM states a compliance
time of ‘‘24 months after the most recent
inspection in accordance with
paragraph (b)(1) of AD 2002–01–15.’’
The commenter notes that paragraph
(b)(1) of AD 2002–01–15 states only the
repetitive inspection interval. It is
possible that the most recent inspection
may have been the initial inspection in
accordance with paragraph (a) of AD
2002–01–15.
We agree. We have revised paragraph
(h) of this AD to state a compliance time
of ‘‘24 months after the most recent
inspection in accordance with
paragraph (a) or (b)(1) of AD 2002–01–
15, or paragraph (f) of this AD, as
applicable.’’
Request To Clarify Appropriate Source
of Service Information
The Air Transport Association (ATA),
on behalf of one of its members, Delta
Airlines (Delta), requests that we revise
paragraphs (f) and (g) of the NPRM,
which restate paragraphs (a) and (b) of
AD 2002–01–15. The commenter would
like us to remove references to Boeing
Alert Service Bulletin 767–27A0167,
dated December 7, 2000, in those
paragraphs. Delta feels that the reference
to the original issue of the service
bulletin is confusing and should be
deleted from paragraphs (f) and (g) of
the NPRM, in light of the fact that these
paragraphs state ‘‘After the effective
date of this AD, only Revision 2 of the
service bulletin may be used.’’
We do not agree. We are restating the
requirements of AD 2002–01–15,
including the references to the original
issue of Boeing Alert Service Bulletin
767–27A0167, to ensure that operators
who have previously done required
actions in accordance with that service
bulletin are still in compliance with the
AD. If we remove the reference to the
original issue of Boeing Alert Service
Bulletin 767–27A0167 and refer to only
Revision 2 of that service bulletin, then
operators who previously did the
required actions in accordance with the
original issue of the service bulletin
would be out of compliance as of the
effective date of the new AD. We find
that inspections that have been done
before the effective date of this AD in
accordance with the instructions in the
original issue of the service bulletin will
provide an acceptable level of safety
until the newly required actions are
done. We have not changed the AD in
this regard.
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Request To Revise Compliance Time for
Restated Actions
Boeing requests that we revise the
compliance time for the initial
inspection in paragraph (f) of the NPRM.
Paragraph (f) of the NPRM specifies
compliance ‘‘within 90 days after
February 14, 2002 (the effective date of
AD 2002–01–15), or within 36 months
after date of manufacture of the
airplane, whichever is later.’’ The
commenter requests that we change this
compliance time to ‘‘within 90 days
after the effective date to this AD, or
within 6 months after the most recent
inspection in accordance with
paragraph (a) of AD 2002–01–15,
whichever is later.’’ The commenter
states that airplanes will be out of
compliance upon the effective date of
the new AD, even if the inspections in
accordance with Part 1 of Boeing Alert
Service Bulletin 767–27A0167 are
currently being done.
We do not agree. As explained
previously, paragraph (f) of this AD
restates the initial inspection
requirements of paragraph (a) of AD
2002–01–15. Our research indicates that
inspections in accordance with
paragraph (a) of that AD should have
been accomplished on affected airplanes
no later than 2004, considering that the
last affected airplane was manufactured
in 2000. We find that any affected
airplane currently on the U.S. Register
is already required to be in compliance
with the requirements of paragraph (f) of
this AD. Further, because the
compliance time for these requirements
has passed, the inspections required by
paragraph (f) of this AD would have to
be accomplished on any airplane that is
not currently on the U.S. Register before
that airplane could be added to the
Register. We have not changed the AD
in this regard.
Request To Rearrange Paragraphs
ATA, on behalf of UPS, requests that
paragraph (g) of the NPRM be included
under the heading ‘‘NEW
REQUIREMENTS OF THIS AD,’’ and
that paragraph (h) of the NPRM be
restated as paragraph (g)(1). UPS states
that the requirements of paragraph (g)
do not reflect the requirements of
paragraph (b) of AD 2002–01–15.
We acknowledge that paragraph (g) of
this AD is different than paragraph (b)
of AD 2002–01–15. Compliance times
for certain actions specified in
paragraph (g) have been extended
beyond the compliance times that are
currently required by paragraph (b) of
AD 2002–01–15. Also, the repetitive
inspection requirement has been
removed for airplanes on which no
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discrepancy was found during the
initial inspection. However, we consider
paragraph (g) of this AD to be a
restatement of the requirements of
paragraph (b) of AD 2002–01–15
because the actions remaining in
paragraph (g) are essentially the same as
those in paragraph (b), and the changes
to the compliance times are relieving,
giving affected operators more time to
comply with the existing requirements
or obviating the need to continue
repetitive inspections. We have revised
the heading that precedes paragraph (g)
of this AD to acknowledge that we have
changed the compliance times in that
paragraph from the times specified in
AD 2002–01–15. We find that no further
change to the AD is necessary in this
regard.
Request To Extend Compliance Times
ATA, on behalf of UPS, requests that
we extend the compliance time for
doing Part 2 of the service bulletin from
24 months after the initial or most
recent inspection in accordance with
AD 2002–01–15, as applicable (as stated
in paragraphs (g)(2) and (h) of the
NPRM), to 24 months after the effective
date of the new proposed AD. The
commenter states that this change
would ensure an acceptable level of
safety and alleviate potential scheduling
burdens. The commenter did not
provide data supporting its position.
We do not agree. The compliance time
of 24 months since the most recent
inspection in accordance with AD
2002–01–15 is based on service history
of bearing failure, as well as
recommendations by the manufacturer
based on extensive testing. We measure
the compliance time from the most
recent inspection to preserve the
existing inspections and prevent a lapse
in maintenance. This compliance time
represents the maximum compliance
time allowable to adequately ensure
safety. Revising the compliance time to
24 months after the effective date of the
AD may inadvertently extend the
compliance time by as long as 18
months. We find that this would not
adequately ensure safety. We have not
changed the AD in this regard.
Request To Allow Continued Repetitive
Inspections Until Extended Compliance
Time
ATA, on behalf of UPS, requests that
we allow repetitive inspections in
accordance with Part 1 of the service
bulletin to continue at the 6-month
interval specified in paragraph (b) of AD
2002–01–15, until Parts 2 and 3 of the
service bulletin are done. (This request
is related to the same commenter’s
request, discussed previously, to extend
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the compliance time for Part 2 to 24
months after the effective date of this
AD.) The commenter states that
allowing repetitive inspections to
continue would ensure an acceptable
level of safety.
We do not agree. As we explained in
the preamble of the NPRM, there have
been numerous additional findings of
fractured bearings of the link assembly
joint since we issued AD 2002–01–15.
These findings occurred during
accomplishment of Part 2 of the service
bulletin, providing evidence that the
bearings of the link assembly joint may
fail even when they are properly
lubricated, and the inspections in Part 1
are not adequate to detect fractured
bearings. We have not changed the AD
in this regard.
Request To Extend Grace Period for
Part 3 of Service Bulletin
ATA, on behalf of UPS, requests that
we extend the grace period for doing
Part 3 of the service bulletin from 18
months after the effective date of the AD
(as stated in paragraphs (i)(1) and (i)(2)
of the NPRM) to 24 months after the
effective date of the AD. The commenter
indicates that these grace periods would
alleviate scheduling burdens associated
with the 18-month compliance time.
The commenter provides no
justification for its request.
We do not agree. Though the service
bulletin does not provide a grace period
for doing the actions in Part 3 of the
service bulletin, we have included a
grace period of 18 months. In
establishing this grace period, we
considered the manufacturer’s
recommendation, typical operators’
maintenance schedules, and the degree
of urgency associated with the subject
unsafe condition. We also considered
the small number of airplanes included
in Group 2 in the service bulletin. Based
on these factors, we find that the 18month grace period will not create
scheduling burdens because the actions
in Part 3 of the service bulletin are
required at 72 months after
accomplishing the Part 2 inspection (for
Group 1 airplanes), or 72 months since
the date of issuance of the original
standard airworthiness certificate or the
date of issuance of the original export
certificate of airworthiness (for Group 2
airplanes); or 18 months after the
effective date of the AD. We have not
changed the AD in this regard.
Request To Clarify Meaning of ‘‘Initial
Inspection’’
ATA, on behalf of UPS, requests that
we revise paragraph (i)(2) of the NPRM
to more specifically define that the
‘‘initial’’ inspection specified for Group
2 airplanes in that paragraph means the
inspection in accordance with Part 3 of
Boeing Alert Service Bulletin 767–
27A0167, Revision 2, dated October 7,
2004. We infer that the commenter is
concerned about the potential for
misunderstanding the difference
between the ‘‘initial inspection’’
specified in paragraph (f) of the NPRM
and the inspection in accordance with
Part 3 of the service bulletin that is
specified in paragraph (i) of the NPRM.
We agree with the commenter’s
request. We have revised the wording of
paragraph (i)(2) to remove the words,
‘‘Do the initial inspection.’’ This change
results in the wording of paragraph (i)(2)
now paralleling the wording of
paragraph (i)(1).
Conclusion
We have carefully reviewed the
available data, including the comments
that have been received, 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
There are about 855 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this AD, at an average
labor rate of $65 per work hour.
ESTIMATED COSTS
Action
Cost per airplane
Number
of U.S.registered
airplanes
6
$390 1 ................................
332 1 .............
$129,480.1
17
$1,105 ...............................
Up to 332 2 ...
Up to $366,860. 2
8
$520, per inspection cycle
371 ...............
$192,920, per inspection
cycle.
Work hours
Part 1 of Boeing Alert Service Bulletin 767–27A0167
(required by AD 2002–01–151).
Part 2 of Boeing Alert Services Bulletin 767–27A0167
(new requirement 2).
Part 3 of Boeing Alert Service Bulletin 767–27A0167
(new requirement).
Fleet cost
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1 Repetitive Part 1 inspections are required only on condition, and only until Part 2 of Boeing Alert Service Bulletin 767–27A0167 has been
done.
2 Applies to airplanes on which Part 2 has not been previously accomplished: not all airplanes will be subject to this action.
The optional terminating action
provided in this AD, if accomplished,
would take about 23 work hours per
airplane, at an average labor rate of $65
per work hour. Required parts would
cost about $3,885 per airplane. Based on
these figures, the estimated cost of the
optional terminating action specified in
this AD is $5,380 per airplane.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
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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
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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,
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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 and placed it in the AD docket.
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
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 Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–12609 (67
FR 4328, January 30, 2002) and by
adding the following new airworthiness
directive (AD):
I
2006–10–08 Boeing: Amendment 39–14592.
Docket No. FAA–2005–22529;
Directorate Identifier 2005–NM–099–AD.
Effective Date
(a) This AD becomes effective June 19,
2006.
Affected ADs
(b) This AD supersedes AD 2002–01–15.
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Applicability
(c) This AD applies to Boeing Model 767–
200, –300, and –300F series airplanes;
certificated in any category; identified in
Boeing Alert Service Bulletin 767–27A0167,
Revision 2, dated October 7, 2004.
Unsafe Condition
(d) This AD results from additional reports
indicating fractured bearings of the link
assembly joint in the inboard and outboard
flaps of the trailing edge. We are issuing this
AD to prevent failure of the bearings in the
link assembly joint, which could result in
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separation of the inboard or outboard flap
and consequent loss of control 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.
Requirements of AD 2002–01–15
Initial Inspection
(f) For airplanes having line numbers 1
through 819 inclusive, on which Part 2 of
Boeing Alert Service Bulletin 767–27A0167
has not been done: Within 90 days after
February 14, 2002 (the effective date of AD
2002–01–15), or within 36 months after date
of manufacture of the airplane, whichever is
later, do detailed inspections of the
lubrication passage and link assembly joint
in the inboard and outboard flaps of the
trailing edge for discrepancies (e.g.,
lubrication passage blocked, fractured
bearing, loose or damaged joint); per Part 1
of the Accomplishment Instructions of
Boeing Alert Service Bulletin 767–27A0167,
dated December 7, 2000; or Revision 2, dated
October 7, 2004. After the effective date of
this AD, only Revision 2 of the service
bulletin may be used.
Repetitive Inspections/Corrective Action
With New Compliance Times
(g) For airplanes having line numbers 1
through 819 inclusive, on which Part 2 of
Boeing Alert Service Bulletin 767–27A0167
has not been done: Do the actions required
by paragraph (g)(1), (g)(2), or (g)(3) of this AD,
as applicable, at the time specified, per the
Accomplishment Instructions of Boeing Alert
Service Bulletin 767–27A0167, dated
December 7, 2000; or Revision 2, dated
October 7, 2004. After the effective date of
this AD, only Revision 2 of the service
bulletin may be used.
(1) If the lubrication passage is not blocked
and no fractured bearing or loose or damaged
joint is found, do paragraph (h) of this AD.
(2) If the lubrication passage is blocked and
no fractured bearing or loose or damaged
joint is found, repeat the inspection required
by paragraph (f) of this AD at intervals not
to exceed 60 days, and within 24 months
after the most recent inspection required by
paragraph (a) or (b)(1) of AD 2002–01–15, or
paragraph (f) of this AD, as applicable, do the
actions required by paragraph (g)(3) of this
AD.
(3) If any fractured bearing or loose or
damaged joint is found, before further flight,
do the corrective action (including removal
of the link assembly, inspection for damage,
and replacement with a new assembly if
damaged), as specified in Part 2 of the
Accomplishment Instructions of the service
bulletin.
New Requirements of This AD
(h) For airplanes having line numbers 1
through 819 inclusive, on which the
lubrication passage has not been found
blocked and no fractured bearing or loose or
damaged joint has been found, and on which
Part 2 of Boeing Alert Service Bulletin 767–
27A0167 has not been done: Within 24
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months after the most recent inspection in
accordance with paragraph (a) or (b)(1) of AD
2002–01–15, or paragraph (f) of this AD, as
applicable, remove the link assembly,
perform a detailed inspection of the link
assembly for damage, and reinstall the
undamaged link or replace it with a new link
assembly that has been inspected and found
to be free of damage or other discrepancy, in
accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 767–27A0167, Revision 2,
dated October 7, 2004.
Detailed Inspection of Bearing Ball and
Outer Race
(i) For all airplanes: Remove the link
assembly, and perform a detailed inspection
for cracking of the bearing ball, and for severe
wear of the outer race of the bearing, in
accordance with Part 3 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 767–27A0167, Revision 2,
dated October 7, 2004. Do this action at the
time specified in paragraph (i)(1) or (i)(2) of
this AD, as applicable. Then, repeat this
action at intervals not to exceed 72 months.
If any cracking or severe wear is found
during any inspection required by this
paragraph: Before further flight, do the
corrective action in accordance with Part 2 of
the Accomplishment Instructions of Boeing
Alert Service Bulletin 767–27A0167,
Revision 2, dated October 7, 2004, or do
paragraph (j) of this AD.
(1) For airplanes identified in the service
bulletin as being in Group 1: Within 72
months after doing Part 2 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 767–27A0167, dated
December 7, 2000; or Revision 2, dated
October 7, 2004, or within 18 months after
the effective date of this AD, whichever is
later.
(2) For airplanes identified in the service
bulletin as being in Group 2: Within 72
months since the date of issuance of the
original standard airworthiness certificate or
the date of issuance of the original export
certificate of airworthiness; or within 18
months after the effective date of this AD;
whichever is later.
Optional Terminating Action
(j) For all airplanes: Replacing the existing
link assemblies of the trailing edge flaps with
new, improved or modified assemblies that
contain new bearings, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 767–27–0196, dated April
21, 2005, ends the repetitive removal/
inspections required by paragraph (g), (h),
and (i) of this AD, as applicable.
Actions Accomplished Previously
(k) Inspections and corrective actions done
before the effective date of this AD in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
767–27A0167, Revision 1, dated June 6,
2002, are acceptable for compliance with the
corresponding actions required by this AD.
No Reporting Requirement
(l) Although Boeing Alert Service Bulletin
767–27A0167, Revision 2, dated October 7,
2004, specifies to submit certain information
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to the manufacturer, this AD does not require
that action.
DEPARTMENT OF TRANSPORTATION
Alternative Methods of Compliance
(AMOCs)
(m)(1) The Manager, Seattle 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.
(2) Before using any AMOC approved in
accordance with 14 CFR 39.19 on any
airplane to which the AMOC applies, notify
the appropriate principal inspector in the
FAA Flight Standards Certificate Holding
District Office.
(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
Commercial Airplanes 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.
(4) AMOCs approved previously according
to AD 2002–01–15 are approved as AMOCs
for the corresponding provisions of this AD.
Federal Aviation Administration
dsatterwhite on PROD1PC76 with RULES
Material Incorporated by Reference
(n) You must use Boeing Alert Service
Bulletin 767–27A0167, dated December 7,
2000; or Boeing Alert Service Bulletin 767–
27A0167, Revision 2, dated October 7, 2004;
as applicable; to perform the actions that are
required by this AD, unless the AD specifies
otherwise. If you accomplish the optional
terminating action, you must use Boeing
Service Bulletin 767–27–0196, dated April
21, 2005.
(1) The Director of the Federal Register
approved the incorporation by reference of
Boeing Alert Service Bulletin 767–27A0167,
Revision 2, dated October 7, 2004; and
Boeing Service Bulletin 767–27–0196, dated
April 21, 2005; in accordance with 5 U.S.C.
552(a) and 1 CFR part 51.
(2) On February 14, 2002 (67 FR 4328,
January 30, 2002), the Director of the Federal
Register approved the incorporation by
reference of Boeing Alert Service Bulletin
767–27A0167, dated December 7, 2000.
(3) Contact Boeing Commercial Airplanes,
P.O. Box 3707, Seattle, Washington 98124–
2207, for a copy of this service information.
You may review copies at the Docket
Management Facility, U.S. Department of
Transportation, 400 Seventh Street, SW.,
room PL–401, Nassif Building, Washington,
DC; on the Internet at https://dms.dot.gov; or
at the National Archives and Records
Administration (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 4,
2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 06–4423 Filed 5–12–06; 8:45 am]
BILLING CODE 4910–13–P
VerDate Aug<31>2005
21:49 May 12, 2006
Jkt 208001
14 CFR Part 97
[Docket No. 30493; Amdt. No. 3166]
Standard Instrument Approach
Procedures, Weather Takeoff
Minimums; Miscellaneous
Amendments
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This amendment establishes,
amends, suspends, or revokes Standard
Instrument Approach Procedures
(SIAPs) and/or Weather Takeoff
Minimums for operations at certain
airports. These regulatory actions are
needed because of the adoption of new
or revised criteria, or because of changes
occurring in the National Airspace
System, such as the commissioning of
new navigational facilities, addition of
new obstacles, or changes in air traffic
requirements. These changes are
designed to provide safe and efficient
use of the navigable airspace and to
promote safe flight operations under
instrument flight rules at the affected
airports.
DATES: This rule is effective May 15,
2006. The compliance date for each
SIAP and/or Weather Takeoff
Minimums is specified in the
amendatory provisions.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of May 15,
2006.
ADDRESSES: Availability of matters
incorporated by reference in the
amendment is as follows:
For Examination—
1. FAA Rules Docket, FAA
Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591;
2. The FAA Regional Office of the
region in which the affected airport is
located;
3. The National Flight Procedures
Office, 6500 South MacArthur Blvd.,
Oklahoma City, OK 73169 or,
4. 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.
For Purchase—Individual SIAP and
Weather Takeoff Minimums copies may
be obtained from:
SUMMARY:
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
27953
1. FAA Public Inquiry Center (APA–
200), FAA Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591; or
2. The FAA Regional Office of the
region in which the affected airport is
located.
By Subscription—Copies of all SIAPs
and Weather Takeoff Minimums mailed
once every 2 weeks, are for sale by the
Superintendent of Documents, U.S.
Government Printing Office,
Washington, DC 20402.
FOR FURTHER INFORMATION CONTACT:
Donald P. Pate, Flight Procedure
Standards Branch (AFS–420), Flight
Technologies and Programs Division,
Flight Standards Service, Federal
Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd. Oklahoma City,
OK 73169 (Mail Address: P.O. Box
25082 Oklahoma City, OK 73125)
telephone: (405) 954–4164.
This
amendment to Title 14 of the Code of
Federal Regulations, Part 97 (14 CFR
part 97), establishes, amends, suspends,
or revokes SIAPs and/or Weather
Takeoff Minimums. The complete
regulatory description of each SIAP
and/or Weather Takeoff Minimums is
contained in official FAA form
documents which are incorporated by
reference in this amendment under 5
U.S.C. 552(a), 1 CFR part 51, and 14
CFR part 97.20. The applicable FAA
Forms are identified as FAA Forms
8260–3, 8260–4, 8260–5 and 8260–15A.
Materials incorporated by reference are
available for examination or purchase as
stated above.
The large number of SIAPs and/or
Weather Takeoff Minimums, their
complex nature, and the need for a
special format make their verbatim
publication in the Federal Register
expensive and impractical. Further,
airmen do not use the regulatory text of
the SIAPs and/or Weather Takeoff
Minimums but refer to their depiction
on charts printed by publishers of
aeronautical materials. Thus, the
advantages of incorporation by reference
are realized and publication of the
complete description of each SIAP and/
or Weather Takeoff Minimums
contained in FAA form documents is
unnecessary. The provisions of this
amendment state the affected CFR
sections, with the types and effective
dates of the SIAPs and/or Weather
Takeoff Minimums. This amendment
also identifies the airport, its location,
the procedure identification and the
amendment number.
SUPPLEMENTARY INFORMATION:
E:\FR\FM\15MYR1.SGM
15MYR1
]]>Agencies
[Federal Register Volume 71, Number 93 (Monday, May 15, 2006)]
[Rules and Regulations]
[Pages 27949-27953]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 06-4423]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 71, No. 93 / Monday, May 15, 2006 / Rules and
Regulations
[[Page 27949]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22529; Directorate Identifier 2005-NM-099-AD;
Amendment 39-14592; AD 2006-10-08]
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 repetitive inspections of
the lubrication passage and link assembly joint in the inboard and
outboard flaps of the trailing edge for discrepancies, and corrective
action if necessary. This new AD requires new inspections for cracking
or severe wear of the bearings of the link assembly, inspections of any
link assembly not previously inspected for damage, and corrective
actions if necessary. This AD also ends the existing repetitive
inspections for certain airplanes, and extends the repetitive interval
for the existing repetitive inspections and the compliance time for the
corrective action on certain other airplanes. This AD also provides an
optional terminating action. This AD results from additional reports
indicating fractured bearings of the link assembly joint in the inboard
and outboard flaps of the trailing edge. We are issuing this AD to
prevent failure of the bearings in the link assembly joint, which could
result in separation of the inboard or outboard flap and consequent
loss of control of the airplane.
DATES: This AD becomes effective June 19, 2006.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of June 19, 2006.
On February 14, 2002 (67 FR 4328, January 30, 2002), the Director
of the Federal Register approved the incorporation by reference of
Boeing Alert Service Bulletin 767-27A0167, dated December 7, 2000.
ADDRESSES: You may examine the 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., Nassif Building,
room PL-401, Washington, DC.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Candice Gerretsen, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6428; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the airworthiness directive (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 street address stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2002-01-15, amendment
39-12609 (67 FR 4328, January 30, 2002). The existing AD applies to
certain Boeing Model 767-200, -300, and -300F series airplanes. That
NPRM was published in the Federal Register on September 27, 2005 (70 FR
56383). That NPRM proposed to require the following actions:
Repetitive inspections of the lubrication passage and link
assembly joint in the inboard and outboard flaps of the trailing edge
for discrepancies, and corrective action if necessary.
New inspections for cracking or severe wear of the
bearings of the link assembly, and corrective actions if necessary.
Inspections of any link assembly not previously inspected
for damage, and replacement with a new assembly if necessary.
That NPRM also proposed to end the existing repetitive inspections for
certain airplanes, and extend the repetitive interval for the existing
repetitive inspections and the compliance time for the corrective
action on certain other airplanes. That NPRM also provided an optional
terminating action that would end the repetitive inspections.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM.
Support for the Proposed AD
One commenter, US Airways, supports the NPRM.
Request To Clarify Compliance Times
Boeing requests that we clarify a compliance time stated in
paragraph (g)(2) of the NPRM. For an airplane on which the lubrication
passage was blocked but no fractured bearing or loose or damaged joint
was found, paragraph (g)(2) of the NPRM would require doing the actions
in Part 2 of Boeing Alert Service Bulletin 767-27A0167 within 24 months
after doing the initial inspection in accordance with Part 1 of the
service bulletin. The commenter notes that the relevant point in time
is the most recent inspection in accordance with Part 1 of the service
bulletin, which is not necessarily the time of the initial inspection.
The commenter requests that we revise paragraph (g)(2) to require doing
the actions in Part 2 of the service bulletin within 24 months after
the most recent inspection in accordance with paragraph (a) of AD 2002-
01-15.
We agree with the request and have revised paragraph (g)(2) of this
AD for the reasons that Boeing states. For clarification, we have also
included references to repetitive inspections performed in accordance
with
[[Page 27950]]
paragraph (b)(1) of AD 2002-01-15 and inspections performed in
accordance with paragraph (f) of this AD.
Similarly, Boeing requests that we clarify the compliance time in
paragraph (h) of the NPRM. Paragraph (h) of the NPRM states a
compliance time of ``24 months after the most recent inspection in
accordance with paragraph (b)(1) of AD 2002-01-15.'' The commenter
notes that paragraph (b)(1) of AD 2002-01-15 states only the repetitive
inspection interval. It is possible that the most recent inspection may
have been the initial inspection in accordance with paragraph (a) of AD
2002-01-15.
We agree. We have revised paragraph (h) of this AD to state a
compliance time of ``24 months after the most recent inspection in
accordance with paragraph (a) or (b)(1) of AD 2002-01-15, or paragraph
(f) of this AD, as applicable.''
Request To Clarify Appropriate Source of Service Information
The Air Transport Association (ATA), on behalf of one of its
members, Delta Airlines (Delta), requests that we revise paragraphs (f)
and (g) of the NPRM, which restate paragraphs (a) and (b) of AD 2002-
01-15. The commenter would like us to remove references to Boeing Alert
Service Bulletin 767-27A0167, dated December 7, 2000, in those
paragraphs. Delta feels that the reference to the original issue of the
service bulletin is confusing and should be deleted from paragraphs (f)
and (g) of the NPRM, in light of the fact that these paragraphs state
``After the effective date of this AD, only Revision 2 of the service
bulletin may be used.''
We do not agree. We are restating the requirements of AD 2002-01-
15, including the references to the original issue of Boeing Alert
Service Bulletin 767-27A0167, to ensure that operators who have
previously done required actions in accordance with that service
bulletin are still in compliance with the AD. If we remove the
reference to the original issue of Boeing Alert Service Bulletin 767-
27A0167 and refer to only Revision 2 of that service bulletin, then
operators who previously did the required actions in accordance with
the original issue of the service bulletin would be out of compliance
as of the effective date of the new AD. We find that inspections that
have been done before the effective date of this AD in accordance with
the instructions in the original issue of the service bulletin will
provide an acceptable level of safety until the newly required actions
are done. We have not changed the AD in this regard.
Request To Revise Compliance Time for Restated Actions
Boeing requests that we revise the compliance time for the initial
inspection in paragraph (f) of the NPRM. Paragraph (f) of the NPRM
specifies compliance ``within 90 days after February 14, 2002 (the
effective date of AD 2002-01-15), or within 36 months after date of
manufacture of the airplane, whichever is later.'' The commenter
requests that we change this compliance time to ``within 90 days after
the effective date to this AD, or within 6 months after the most recent
inspection in accordance with paragraph (a) of AD 2002-01-15, whichever
is later.'' The commenter states that airplanes will be out of
compliance upon the effective date of the new AD, even if the
inspections in accordance with Part 1 of Boeing Alert Service Bulletin
767-27A0167 are currently being done.
We do not agree. As explained previously, paragraph (f) of this AD
restates the initial inspection requirements of paragraph (a) of AD
2002-01-15. Our research indicates that inspections in accordance with
paragraph (a) of that AD should have been accomplished on affected
airplanes no later than 2004, considering that the last affected
airplane was manufactured in 2000. We find that any affected airplane
currently on the U.S. Register is already required to be in compliance
with the requirements of paragraph (f) of this AD. Further, because the
compliance time for these requirements has passed, the inspections
required by paragraph (f) of this AD would have to be accomplished on
any airplane that is not currently on the U.S. Register before that
airplane could be added to the Register. We have not changed the AD in
this regard.
Request To Rearrange Paragraphs
ATA, on behalf of UPS, requests that paragraph (g) of the NPRM be
included under the heading ``NEW REQUIREMENTS OF THIS AD,'' and that
paragraph (h) of the NPRM be restated as paragraph (g)(1). UPS states
that the requirements of paragraph (g) do not reflect the requirements
of paragraph (b) of AD 2002-01-15.
We acknowledge that paragraph (g) of this AD is different than
paragraph (b) of AD 2002-01-15. Compliance times for certain actions
specified in paragraph (g) have been extended beyond the compliance
times that are currently required by paragraph (b) of AD 2002-01-15.
Also, the repetitive inspection requirement has been removed for
airplanes on which no discrepancy was found during the initial
inspection. However, we consider paragraph (g) of this AD to be a
restatement of the requirements of paragraph (b) of AD 2002-01-15
because the actions remaining in paragraph (g) are essentially the same
as those in paragraph (b), and the changes to the compliance times are
relieving, giving affected operators more time to comply with the
existing requirements or obviating the need to continue repetitive
inspections. We have revised the heading that precedes paragraph (g) of
this AD to acknowledge that we have changed the compliance times in
that paragraph from the times specified in AD 2002-01-15. We find that
no further change to the AD is necessary in this regard.
Request To Extend Compliance Times
ATA, on behalf of UPS, requests that we extend the compliance time
for doing Part 2 of the service bulletin from 24 months after the
initial or most recent inspection in accordance with AD 2002-01-15, as
applicable (as stated in paragraphs (g)(2) and (h) of the NPRM), to 24
months after the effective date of the new proposed AD. The commenter
states that this change would ensure an acceptable level of safety and
alleviate potential scheduling burdens. The commenter did not provide
data supporting its position.
We do not agree. The compliance time of 24 months since the most
recent inspection in accordance with AD 2002-01-15 is based on service
history of bearing failure, as well as recommendations by the
manufacturer based on extensive testing. We measure the compliance time
from the most recent inspection to preserve the existing inspections
and prevent a lapse in maintenance. This compliance time represents the
maximum compliance time allowable to adequately ensure safety. Revising
the compliance time to 24 months after the effective date of the AD may
inadvertently extend the compliance time by as long as 18 months. We
find that this would not adequately ensure safety. We have not changed
the AD in this regard.
Request To Allow Continued Repetitive Inspections Until Extended
Compliance Time
ATA, on behalf of UPS, requests that we allow repetitive
inspections in accordance with Part 1 of the service bulletin to
continue at the 6-month interval specified in paragraph (b) of AD 2002-
01-15, until Parts 2 and 3 of the service bulletin are done. (This
request is related to the same commenter's request, discussed
previously, to extend
[[Page 27951]]
the compliance time for Part 2 to 24 months after the effective date of
this AD.) The commenter states that allowing repetitive inspections to
continue would ensure an acceptable level of safety.
We do not agree. As we explained in the preamble of the NPRM, there
have been numerous additional findings of fractured bearings of the
link assembly joint since we issued AD 2002-01-15. These findings
occurred during accomplishment of Part 2 of the service bulletin,
providing evidence that the bearings of the link assembly joint may
fail even when they are properly lubricated, and the inspections in
Part 1 are not adequate to detect fractured bearings. We have not
changed the AD in this regard.
Request To Extend Grace Period for Part 3 of Service Bulletin
ATA, on behalf of UPS, requests that we extend the grace period for
doing Part 3 of the service bulletin from 18 months after the effective
date of the AD (as stated in paragraphs (i)(1) and (i)(2) of the NPRM)
to 24 months after the effective date of the AD. The commenter
indicates that these grace periods would alleviate scheduling burdens
associated with the 18-month compliance time. The commenter provides no
justification for its request.
We do not agree. Though the service bulletin does not provide a
grace period for doing the actions in Part 3 of the service bulletin,
we have included a grace period of 18 months. In establishing this
grace period, we considered the manufacturer's recommendation, typical
operators' maintenance schedules, and the degree of urgency associated
with the subject unsafe condition. We also considered the small number
of airplanes included in Group 2 in the service bulletin. Based on
these factors, we find that the 18-month grace period will not create
scheduling burdens because the actions in Part 3 of the service
bulletin are required at 72 months after accomplishing the Part 2
inspection (for Group 1 airplanes), or 72 months since the date of
issuance of the original standard airworthiness certificate or the date
of issuance of the original export certificate of airworthiness (for
Group 2 airplanes); or 18 months after the effective date of the AD. We
have not changed the AD in this regard.
Request To Clarify Meaning of ``Initial Inspection''
ATA, on behalf of UPS, requests that we revise paragraph (i)(2) of
the NPRM to more specifically define that the ``initial'' inspection
specified for Group 2 airplanes in that paragraph means the inspection
in accordance with Part 3 of Boeing Alert Service Bulletin 767-27A0167,
Revision 2, dated October 7, 2004. We infer that the commenter is
concerned about the potential for misunderstanding the difference
between the ``initial inspection'' specified in paragraph (f) of the
NPRM and the inspection in accordance with Part 3 of the service
bulletin that is specified in paragraph (i) of the NPRM.
We agree with the commenter's request. We have revised the wording
of paragraph (i)(2) to remove the words, ``Do the initial inspection.''
This change results in the wording of paragraph (i)(2) now paralleling
the wording of paragraph (i)(1).
Conclusion
We have carefully reviewed the available data, including the
comments that have been received, 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
There are about 855 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this AD, at an average labor rate of $65
per work hour.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work hours Cost per airplane registered airplanes Fleet cost
----------------------------------------------------------------------------------------------------------------
Part 1 of Boeing Alert Service 6 $390 \1\............ 332 \1\.............. $129,480.\1\
Bulletin 767-27A0167 (required
by AD 2002-01-151).
Part 2 of Boeing Alert Services 17 $1,105.............. Up to 332 \2\....... Up to $366,860.
Bulletin 767-27A0167 (new \2\
requirement \2\).
Part 3 of Boeing Alert Service 8 $520, per inspection 371.................. $192,920, per
Bulletin 767-27A0167 (new cycle. inspection cycle.
requirement).
----------------------------------------------------------------------------------------------------------------
\1\ Repetitive Part 1 inspections are required only on condition, and only until Part 2 of Boeing Alert Service
Bulletin 767-27A0167 has been done.
\2\ Applies to airplanes on which Part 2 has not been previously accomplished: not all airplanes will be subject
to this action.
The optional terminating action provided in this AD, if
accomplished, would take about 23 work hours per airplane, at an
average labor rate of $65 per work hour. Required parts would cost
about $3,885 per airplane. Based on these figures, the estimated cost
of the optional terminating action specified in this AD is $5,380 per
airplane.
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,
[[Page 27952]]
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 and placed it in the AD docket. 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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-12609 (67 FR 4328, January 30, 2002) and by
adding the following new airworthiness directive (AD):
2006-10-08 Boeing: Amendment 39-14592. Docket No. FAA-2005-22529;
Directorate Identifier 2005-NM-099-AD.
Effective Date
(a) This AD becomes effective June 19, 2006.
Affected ADs
(b) This AD supersedes AD 2002-01-15.
Applicability
(c) This AD applies to Boeing Model 767-200, -300, and -300F
series airplanes; certificated in any category; identified in Boeing
Alert Service Bulletin 767-27A0167, Revision 2, dated October 7,
2004.
Unsafe Condition
(d) This AD results from additional reports indicating fractured
bearings of the link assembly joint in the inboard and outboard
flaps of the trailing edge. We are issuing this AD to prevent
failure of the bearings in the link assembly joint, which could
result in separation of the inboard or outboard flap and consequent
loss of control 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.
Requirements of AD 2002-01-15
Initial Inspection
(f) For airplanes having line numbers 1 through 819 inclusive,
on which Part 2 of Boeing Alert Service Bulletin 767-27A0167 has not
been done: Within 90 days after February 14, 2002 (the effective
date of AD 2002-01-15), or within 36 months after date of
manufacture of the airplane, whichever is later, do detailed
inspections of the lubrication passage and link assembly joint in
the inboard and outboard flaps of the trailing edge for
discrepancies (e.g., lubrication passage blocked, fractured bearing,
loose or damaged joint); per Part 1 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-27A0167, dated
December 7, 2000; or Revision 2, dated October 7, 2004. After the
effective date of this AD, only Revision 2 of the service bulletin
may be used.
Repetitive Inspections/Corrective Action With New Compliance Times
(g) For airplanes having line numbers 1 through 819 inclusive,
on which Part 2 of Boeing Alert Service Bulletin 767-27A0167 has not
been done: Do the actions required by paragraph (g)(1), (g)(2), or
(g)(3) of this AD, as applicable, at the time specified, per the
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
27A0167, dated December 7, 2000; or Revision 2, dated October 7,
2004. After the effective date of this AD, only Revision 2 of the
service bulletin may be used.
(1) If the lubrication passage is not blocked and no fractured
bearing or loose or damaged joint is found, do paragraph (h) of this
AD.
(2) If the lubrication passage is blocked and no fractured
bearing or loose or damaged joint is found, repeat the inspection
required by paragraph (f) of this AD at intervals not to exceed 60
days, and within 24 months after the most recent inspection required
by paragraph (a) or (b)(1) of AD 2002-01-15, or paragraph (f) of
this AD, as applicable, do the actions required by paragraph (g)(3)
of this AD.
(3) If any fractured bearing or loose or damaged joint is found,
before further flight, do the corrective action (including removal
of the link assembly, inspection for damage, and replacement with a
new assembly if damaged), as specified in Part 2 of the
Accomplishment Instructions of the service bulletin.
New Requirements of This AD
(h) For airplanes having line numbers 1 through 819 inclusive,
on which the lubrication passage has not been found blocked and no
fractured bearing or loose or damaged joint has been found, and on
which Part 2 of Boeing Alert Service Bulletin 767-27A0167 has not
been done: Within 24 months after the most recent inspection in
accordance with paragraph (a) or (b)(1) of AD 2002-01-15, or
paragraph (f) of this AD, as applicable, remove the link assembly,
perform a detailed inspection of the link assembly for damage, and
reinstall the undamaged link or replace it with a new link assembly
that has been inspected and found to be free of damage or other
discrepancy, in accordance with Part 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-27A0167, Revision
2, dated October 7, 2004.
Detailed Inspection of Bearing Ball and Outer Race
(i) For all airplanes: Remove the link assembly, and perform a
detailed inspection for cracking of the bearing ball, and for severe
wear of the outer race of the bearing, in accordance with Part 3 of
the Accomplishment Instructions of Boeing Alert Service Bulletin
767-27A0167, Revision 2, dated October 7, 2004. Do this action at
the time specified in paragraph (i)(1) or (i)(2) of this AD, as
applicable. Then, repeat this action at intervals not to exceed 72
months. If any cracking or severe wear is found during any
inspection required by this paragraph: Before further flight, do the
corrective action in accordance with Part 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-27A0167, Revision
2, dated October 7, 2004, or do paragraph (j) of this AD.
(1) For airplanes identified in the service bulletin as being in
Group 1: Within 72 months after doing Part 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-27A0167, dated
December 7, 2000; or Revision 2, dated October 7, 2004, or within 18
months after the effective date of this AD, whichever is later.
(2) For airplanes identified in the service bulletin as being in
Group 2: Within 72 months since the date of issuance of the original
standard airworthiness certificate or the date of issuance of the
original export certificate of airworthiness; or within 18 months
after the effective date of this AD; whichever is later.
Optional Terminating Action
(j) For all airplanes: Replacing the existing link assemblies of
the trailing edge flaps with new, improved or modified assemblies
that contain new bearings, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 767-27-0196, dated April 21,
2005, ends the repetitive removal/inspections required by paragraph
(g), (h), and (i) of this AD, as applicable.
Actions Accomplished Previously
(k) Inspections and corrective actions done before the effective
date of this AD in accordance with the Accomplishment Instructions
of Boeing Alert Service Bulletin 767-27A0167, Revision 1, dated June
6, 2002, are acceptable for compliance with the corresponding
actions required by this AD.
No Reporting Requirement
(l) Although Boeing Alert Service Bulletin 767-27A0167, Revision
2, dated October 7, 2004, specifies to submit certain information
[[Page 27953]]
to the manufacturer, this AD does not require that action.
Alternative Methods of Compliance (AMOCs)
(m)(1) The Manager, Seattle 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.
(2) Before using any AMOC approved in accordance with 14 CFR
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
(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 Commercial Airplanes
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.
(4) AMOCs approved previously according to AD 2002-01-15 are
approved as AMOCs for the corresponding provisions of this AD.
Material Incorporated by Reference
(n) You must use Boeing Alert Service Bulletin 767-27A0167,
dated December 7, 2000; or Boeing Alert Service Bulletin 767-
27A0167, Revision 2, dated October 7, 2004; as applicable; to
perform the actions that are required by this AD, unless the AD
specifies otherwise. If you accomplish the optional terminating
action, you must use Boeing Service Bulletin 767-27-0196, dated
April 21, 2005.
(1) The Director of the Federal Register approved the
incorporation by reference of Boeing Alert Service Bulletin 767-
27A0167, Revision 2, dated October 7, 2004; and Boeing Service
Bulletin 767-27-0196, dated April 21, 2005; in accordance with 5
U.S.C. 552(a) and 1 CFR part 51.
(2) On February 14, 2002 (67 FR 4328, January 30, 2002), the
Director of the Federal Register approved the incorporation by
reference of Boeing Alert Service Bulletin 767-27A0167, dated
December 7, 2000.
(3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for a copy of this service information. You
may review copies at the Docket Management Facility, U.S. Department
of Transportation, 400 Seventh Street, SW., room PL-401, Nassif
Building, Washington, DC; on the Internet at https://dms.dot.gov; or
at the National Archives and Records Administration (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 4, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 06-4423 Filed 5-12-06; 8:45 am]
BILLING CODE 4910-13-P
