Airworthiness Directives; Boeing Model 767 Airplanes, 12252-12256 [E9-5953]
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Federal Register / Vol. 74, No. 55 / Tuesday, March 24, 2009 / Rules and Regulations
TABLE 1—MATERIAL INCORPORATED BY REFERENCE
Document
Revision
Date
Dornier 328 Temporary Revision ALD–084 to the Dornier 328 Airworthiness Limitations Document.
Dornier Service Bulletin SB–328–32–245 ......................................................
Messier-Dowty Service Bulletin 800–32–014 .................................................
Original ..............................................
November 7, 2005.
2 .........................................................
1 .........................................................
November 21, 2007.
July 19, 1999.
Messier-Dowty Service Bulletin 800–32–
014, Revision 1, dated July 19, 1999, contains
the following effective pages:
Page Nos.
Revision level shown on page
1, 6–8, 10, 12 ...................................................................
2–5, 9, 11, 13, 14 .............................................................
1 .......................................................................................
Original ............................................................................
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For Dornier service information
identified in this AD, contact 328 Support
Services GmbH, Global Support Center, P.O.
Box 1252, D–82231 Wessling, Federal
Republic of Germany; telephone +49 8153
88111 6666; fax +49 8153 88111 6565; e-mail
gsc.op@328support.de; Internet https://
www.328support.de.
(3) For Messier-Dowty service information
identified in this AD, contact Messier
Services Americas, Customer Support Center,
45360 Severn Way, Sterling, Virginia 20166–
8910; telephone 703–450–8233; fax 703–404–
1621; Internet https://
techpubs.services.messier-dowty.com.
(4) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(5) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on February
27, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–5955 Filed 3–23–09; 8:45 am]
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BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25390; Directorate
Identifier 2005–NM–224–AD; Amendment
39–15844; AD 2009–06–08]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 767 Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 767 airplanes. This AD
requires repetitive inspections for
cracking of the wing skin, and related
investigative/corrective actions if
necessary. This AD results from reports
of cracks found in the lower wing skin
originating at the forward tension bolt
holes of the aft pitch load fitting. We are
issuing this AD to detect and correct
cracking in the lower wing skin for the
forward tension bolt holes at the aft
pitch load fitting, which could result in
a fuel leak and reduced structural
integrity of the airplane.
DATES: This AD becomes effective April
28, 2009.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of April 28, 2009.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207;
telephone 206–544–9990; fax 206–766–
5682; e-mail DDCS@boeing.com;
Internet https://
www.myboeingfleet.com.
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Date shown on page
July 19, 1999.
January 18, 1999.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Tamara Anderson, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917-6421; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a supplemental
notice of proposed rulemaking (NPRM)
to amend 14 CFR part 39 to include an
AD that would apply to certain Boeing
Model 767 airplanes. That supplemental
NPRM was published in the Federal
Register on May 23, 2008 (73 FR 30009).
That supplemental NPRM proposed to
require repetitive inspections for
cracking of the wing skin, and related
investigative/corrective actions if
necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
Support for the Supplemental NPRM
Boeing concurs with the contents of
the proposed rule.
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Request To Revise Compliance Time in
Paragraph (f)(1) of the Supplemental
NPRM
Continental Airlines requests that we
change the compliance time in
paragraph (f)(1) of the supplemental
NPRM from ‘‘prior to the accumulation
of 10,000 total flight cycles or 30,000
total flight hours, whichever occurs
first’’ to ‘‘prior to the accumulation of
10,000 total flight cycles or 50,000 total
flight hours, whichever occurs first.’’
Continental states that the reported
cracks have been on airplanes with
moderate (13,000+) to high (20,000+) to
very high (37,000+) total flight cycles.
According to Continental, in all cases
but one, all of the findings have been on
airplanes with moderate (44,000+) to
high (67,000+) flight hours. Further,
Continental states that in the case of the
one airplane with high flight cycles
(20,000+) and low flight hours (less than
23,000 hours), cyclic stresses have
played a major role.
We disagree with the request to
change the compliance time. The
manufacturer set the flight-hour
threshold based on equivalent fatigue
damage caused by flight hours as
compared to flight cycles. The threshold
for inspection is set below where the
cracking is found. Setting the threshold
at 50,000 total flight hours would set the
threshold above five of eight reports. We
have not changed the AD in this regard.
However, under the provisions of
paragraph (o) of this AD, we will
consider requests for approval of an
alternative compliance time if sufficient
data are submitted to substantiate that
the change in compliance time would
provide an acceptable level of safety.
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Request To Revise Compliance Time in
Paragraph (h) of the Supplemental
NPRM
UPS requests that we change the
flight-cycle threshold for the inspection
specified in paragraph (h) of the
supplemental NPRM. UPS recommends
that the compliance time be 16,500
flight cycles from the last
accomplishment of the inspection
required by paragraph (g) of this AD,
rather than 3,000 flight cycles. UPS
states that the open-hole high frequency
eddy current (HFEC) inspection is set
up such that a crack originating at the
forward tension bolt hole of the aft pitch
load fitting would be detected at the
crack initiation. UPS adds that the
corresponding interval of 16,500 flight
cycles is such that if a crack were to
develop immediately following the
initial bolt open-hole HFEC inspection,
it would not grow to a critical size
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before detection at the next inspection
interval of 16,500 flight cycles.
We disagree with the request to revise
the compliance time. The external
inspection specified in Part 1 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision
1, dated October 18, 2007, will not
detect cracks that are hidden by the
fitting, but will detect these cracks only
when a crack grows beyond the fitting.
In particular, the Part 1 inspection will
not detect large cracks growing aft that
are hidden by the fitting. Also, there is
a preload in the skin due to ‘‘clamp-up
stress’’ from the bolts. These clamp-up
stresses add to uncertainty in the
analysis. The 3,000-flight-cycle
threshold will allow for additional
opportunities to detect possible cracks
once they grow beyond the fitting. In
addition, the open-hole HFEC
inspection does not detect cracks until
they reach a detectable crack length. We
have not changed the AD in this regard.
However, under the provisions of
paragraph (o) of this AD, we will
consider requests for approval of an
alternative compliance time if sufficient
data are submitted to substantiate that
the change in compliance time would
provide an acceptable level of safety.
Request To Change ‘‘and’’ to ‘‘or’’ in
Paragraph (g)(1) of the Supplemental
NPRM
UPS requests that we change the
‘‘and’’ in paragraph (g)(1) of the
supplemental NPRM to an ‘‘or.’’ That
part of paragraph (g)(1) of the
supplemental NPRM states, ‘‘Do the
inspection at the later time specified in
paragraph (g)(1)(i) and (g)(1)(ii) of this
AD.’’ UPS interprets that the intent of
paragraph (g)(1)(ii) of the supplemental
NPRM is to allow airplanes that are
approaching or have surpassed the
paragraph (g)(1)(i) threshold a
reasonable timeframe to accomplish Part
2 of the Accomplishment Instructions of
Boeing Service Bulletin 767–57A0097,
Revision 1, dated October 18, 2007. UPS
also states that similar paragraphs
elsewhere in the NPRM use ‘‘or’’ rather
than ‘‘and.’’
We agree with the request to change
the ‘‘and’’ to an ‘‘or’’ for the reasons
stated. We have revised paragraph (g)(1)
of this AD accordingly. We have also
revised paragraph (g)(2) of this AD to
make the same change for consistency.
Request To Limit Wording to Repaired
Fastener Holes Only
UPS requests that we revise the
wording in paragraph (j)(1) of the
supplemental NPRM to change ‘‘the
repaired wing only’’ to ‘‘repaired
fastener hole(s) only.’’ UPS states that,
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12253
as the supplemental NPRM is written, a
freeze plug repair on either the inboard
or outboard forward tension bolt hole of
the aft pitch load fitting would end the
repetitive inspections of paragraphs (f)
and (g) of the supplemental NPRM for
both the inboard and outboard forward
tension bolt holes on that wing.
We disagree with the request to
change the wording in paragraph (j)(1)
of this AD. Our intention is that after
doing the freeze plug repair specified in
paragraph (j)(1) of this AD, the
inspections specified in paragraphs (f)
and (g) of this AD need not be done for
the repaired wing and not just for the
repaired fastener hole(s) as the
commenter suggests. Instead of the
inspections required by paragraphs (f)
and (g) of this AD, the inspections
required by paragraph (k) of this AD
must be done. We have not changed the
AD in this regard.
Request To Expand Inspection Area in
Service Bulletin
Continental requests that Boeing
Service Bulletin 767–57A0097, Revision
1, dated October 18, 2007 (‘‘the service
bulletin’’), include instructions for what
to do if an operator finds cracks in the
expanded area of inspection beyond the
two bolt holes; or, as an option, a
statement to contact Boeing for further
disposition. Continental points out that
Part 2 of the Work Instructions in the
service bulletin provides disposition for
any finding around the two bolt hole
areas only.
We disagree that instructions need to
be added. The inspections specified in
Part 1 of the service bulletin are
accomplished as given in Figure 3 of the
service bulletin. The accomplishment
instructions in Part 1 of the service
bulletin give instructions for repairing
any crack before further flight. The
instructions in Figure 3 of the service
bulletin specify that operators should
contact ‘‘The Boeing Company’’ for
repair instructions. Paragraph (l) of this
AD states that where the service bulletin
specifies to contact Boeing for
appropriate action, operators must
repair the cracking using a method
approved in accordance with the
procedures specified in paragraph (o) of
this AD. We have not changed the AD
in this regard.
Conclusion
We have carefully reviewed the
available data, including the comments
received, and determined that air safety
and the public interest require adopting
the AD with the change described
previously. We have determined that
this change will neither increase the
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economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
There are about 918 airplanes of the
affected design in the worldwide fleet,
and about 387 airplanes of U.S. Registry.
The following table provides the
estimated costs, at an average labor rate
of $80 per hour, for U.S. operators to
comply with this AD.
ESTIMATED COSTS
Work
hours
Action
Parts
Cost per airplane
Repetitive inspections, per inspection cycle (Part
1).
Inspection, rework, and bolt installation (Part 2) ....
8
None ..............................
8
Repetitive inspections for certain airplanes (Part
4).
4
Between $303 and
$12,716.
None ..............................
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.
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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 and placed it in the AD docket.
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$640, per inspection
cycle.
Between $943 and
$13,356.
$320, per inspection
cycle.
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:
■
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
■
2009–06–08 Boeing: Amendment 39–15844.
Docket No. FAA–2006–25390;
Directorate Identifier 2005–NM–224–AD.
Effective Date
(a) This AD becomes effective April 28,
2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 767–
200, –300, –300F, and –400ER series
airplanes, certificated in any category; as
identified in Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007.
Unsafe Condition
(d) This AD results from reports of cracks
found in the lower wing skin originating at
the forward tension bolt holes of the aft pitch
load fitting. We are issuing this AD to detect
and correct cracking in the lower wing skin
for the forward tension bolt holes at the aft
pitch load fitting, which could result in a fuel
leak and reduced structural integrity of the
airplane.
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Fleet cost
$247,680.
Between $364,941, and
$5,168,772.
$123,840, per inspection
cycle.
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.
External Inspections of the Wing Skin
(f) For airplanes identified as Group 1,
Configuration 1, 2, 3, or 6; Group 2,
Configuration 1, 2, 3, or 6; and Group 3,
Configuration 1 or 3; in Boeing Service
Bulletin 767–57A0097, Revision 1, dated
October 18, 2007: At the later of the times
specified in paragraph (f)(1) or (f)(2) of this
AD, perform the detailed inspection and the
external high frequency eddy current (HFEC)
or dye penetrant inspections for cracking as
specified in Part 1 of the Accomplishment
Instructions of Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007.
Repeat the inspections at intervals not to
exceed 3,000 flight cycles or 12,000 flight
hours, whichever occurs first, until the
actions required by paragraph (g) or (j) of this
AD are accomplished.
(1) Prior to the accumulation of 10,000
total flight cycles or 30,000 total flight hours,
whichever occurs first.
(2) Within 3,000 flight cycles or 12,000
flight hours after the effective date of this AD,
whichever occurs first.
Internal Inspections of the Wing Skin
(g) For airplanes identified in paragraphs
(g)(1) and (g)(2) of this AD: Perform the bolt
open-hole inspections for cracking in
accordance with Part 2 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007, at the times specified
in paragraph (g)(1) or (g)(2) of this AD, as
applicable, until the requirement of
paragraphs (h) or (j)(1) of this AD are
accomplished. Doing the actions in this
paragraph terminates the requirements of
paragraph (f) of this AD.
(1) For airplanes on which the
modifications of the nacelle strut and wing
structure specified in any service bulletin
listed in Table 1 of this AD have been done:
Do the inspection at the later time specified
in paragraph (g)(1)(i) or (g)(1)(ii) of this AD.
Repeat the inspections at intervals not to
exceed 16,500 flight cycles or 65,000 flight
hours, whichever occurs first.
(i) Within 16,500 flight cycles or 65,000
flight hours, whichever occurs earlier, after
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accomplishment of a service bulletin
identified in Table 1 of this AD.
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(ii) Within 3,000 flight cycles or 12,000
flight hours after the effective date of this AD,
whichever occurs first.
TABLE 1—THRESHOLD SERVICE BULLETINS
Boeing Service Bulletin—
Revision level—
Dated—
767–54–0080
767–54–0080
767–54–0081
767–54–0081
767–54–0082
767–54–0082
767–54–0082
Original ............................................................................
1 .......................................................................................
Original ............................................................................
1 .......................................................................................
Original ............................................................................
1 .......................................................................................
3 .......................................................................................
October 7, 1999.
May 9, 2002.
July 29, 1999.
February 7, 2002.
October 28, 1999.
November 4, 2004.
September 20, 2007.
....................................................................
....................................................................
....................................................................
....................................................................
....................................................................
....................................................................
....................................................................
(2) For airplanes on which the
modifications of the nacelle strut and wing
structure specified in any service bulletin
listed in Table 1 of this AD have not been
done: Do the inspection at the later of the
times specified in paragraph (g)(2)(i) or
(g)(2)(ii) of this AD. Repeat the inspections at
intervals not to exceed 16,500 flight cycles or
65,000 flight hours, whichever occurs first.
(i) Before the accumulation of 20,000 total
flight cycles or 60,000 total flight hours,
whichever occurs earlier.
(ii) Within 72 months after the effective
date of this AD.
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Acceptable Method of Compliance With
Paragraph (g) of This AD
(h) For all airplanes: Doing the actions in
both paragraphs (h)(1) and (h)(2) of this AD
is an acceptable method of compliance for
the repetitive inspection requirements of
paragraph (g) of this AD after the initial
paragraph (g) inspection is accomplished.
(1) Accomplishing the inspections
specified in Part 1 of the Accomplishment
Instructions of Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007,
within 3,000 flight cycles or 12,000 flight
hours, whichever occurs first, after the
accomplishment of the most recent
inspection done in accordance with
paragraph (g) of this AD (Part 2 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007).
(2) Repeating the inspections specified in
Part 1 of the Accomplishment Instructions of
Boeing Service Bulletin 767–57A0097,
Revision 1, dated October 18, 2007, at
intervals not to exceed 3,000 flight cycles or
12,000 flight hours, whichever occurs first.
Repair of Cracking
(i) If cracking is found during any
inspection required by paragraph (f) or (h) of
this AD: Before further flight, repair in
accordance with the procedures specified in
paragraph (o) of this AD.
(j) If cracking is found during any
inspection required by paragraph (g) of this
AD: Before further flight, oversize the
fastener hole in accordance with Part 2 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007, except as provided
by paragraphs (j)(1) and (j)(2) of this AD.
(1) If any cracking cannot be removed by
oversizing the fastener hole in accordance
with Part 2 of the Accomplishment
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Instructions of Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007,
before further flight, accomplish the freeze
plug repair in accordance with Part 3 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007, except as provided
by paragraph (j)(2) of this AD. Accomplishing
the freeze plug repair ends the repetitive
inspections required by paragraphs (f) and (g)
of this AD for the repaired wing only.
(2) If any cracking is outside the limits
specified for the freeze plug repair in Part 3
of the Accomplishment Instructions of
Boeing Service Bulletin 767–57A0097,
Revision 1, dated October 18, 2007, before
further flight, repair in accordance with the
procedures specified in paragraph (o) of this
AD.
Repetitive Inspections Required After Freeze
Plug Repair
(k) For airplanes on which of the
requirements of paragraph (j)(1) of this AD
have been accomplished, perform the
repetitive inspections specified in paragraphs
(k)(1) and (k)(2) of this AD at the times
specified.
(1) At the later time in paragraph (k)(1)(i)
or (k)(1)(ii) of this AD: Accomplish the
external inspections specified in Part 1 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007. If any cracking is
found during any inspection required by this
paragraph, before further flight, repair in
accordance with the procedures specified in
paragraph (o) of this AD. Repeat the external
inspections at intervals not to exceed 3,000
flight cycles or 12,000 flight hours,
whichever occurs earlier.
(i) Prior to the accumulation of 37,500 total
flight cycles or 90,000 total flight hours,
whichever occurs earlier.
(ii) Within 18 months after
accomplishment of the freeze plug repair
specified in Part 3 of the Accomplishment
Instructions of Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007.
(2) At the later of the times specified in
paragraph (k)(2)(i) or (k)(2)(ii) of this AD:
Perform an internal HFEC for cracking, in
accordance with Part 4 of the
Accomplishment Instructions of Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007. If any cracking is
found during any inspection required by this
paragraph, before further flight, repair in
accordance with the procedures specified in
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paragraph (o) of this AD. Repeat the
inspections at intervals not to exceed 12,000
flight cycles or 48,000 flight hours,
whichever occurs earlier.
(i) Prior to the accumulation of 37,500 total
flight cycles or 90,000 total flight hours,
whichever occurs earlier.
(ii) Within 72 months after
accomplishment of the freeze plug repair
specified in Part 3 of the Accomplishment
Instructions of Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007.
Repair of Certain Cracking
(l) If any cracking is found during any
inspection required by this AD, and Boeing
Service Bulletin 767–57A0097, Revision 1,
dated October 18, 2007, specifies to contact
Boeing for appropriate action: Before further
flight, repair the cracking using a method
approved in accordance with the procedures
specified in paragraph (o) of this AD.
No Reporting Requirement
(m) Although Boeing Service Bulletin 767–
57A0097, Revision 1, dated October 18, 2007,
specifies to submit certain information to the
manufacturer, this AD does not include that
requirement.
Credit for Actions Accomplished Previously
(n) Actions done before the effective date
of this AD in accordance with Boeing Alert
Service Bulletin 767–57A0097, dated
September 29, 2005, are acceptable for
compliance with the corresponding
requirements of this AD.
Alternative Methods of Compliance
(AMOCs)
(o)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, ATTN:
Tamara Anderson, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; telephone (425) 917-6421; fax (425)
917–6590; has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
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Federal Register / Vol. 74, No. 55 / Tuesday, March 24, 2009 / Rules and Regulations
(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.
Material Incorporated by Reference
(p) You must use Boeing Service Bulletin
767–57A0097, Revision 1, dated October 18,
2007, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207; telephone
206–544–5000, extension 1, fax 206–766–
5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com.
(3) You may review copies of the service
information that is incorporated by reference
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(4) You may also review copies of the
service information at the National Archives
and Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on February
27, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–5953 Filed 3–23–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF ENERGY
Federal Energy Regulatory
Commission
18 CFR Part 40
[Docket Nos. RM08–7–000 and RM08–7–
001; Order No. 713–A]
Modification of Interchange and
Transmission Loading Relief Reliability
Standards; and Electric Reliability
Organization Interpretation of Specific
Requirements of Four Reliability
Standards
Issued March 19, 2009.
AGENCY: Federal Energy Regulatory
Commission.
ACTION: Final rule.
SUMMARY: Pursuant to section 215 of the
Federal Power Act (FPA), the Federal
Energy Regulatory Commission
(Commission) approves Reliability
Standard IRO–006–4, submitted to the
Commission for approval by the North
American Electric Reliability
Corporation (NERC). The Reliability
Standard addresses transmission
loading relief requirements, which
provide a mechanism to manage and, if
necessary, curtail interchange
transactions. In addition, pursuant to
section 215(d)(5) of the FPA, the
Commission directs NERC to develop
modifications to Reliability Standard
IRO–006–4 to address specific
Commission concerns.
DATES: Effective Date: This rule will
become effective April 23, 2009.
FOR FURTHER INFORMATION CONTACT:
Patrick Harwood (Technical
Information), Office of Electric
Reliability, Federal Energy Regulatory
Commission, 888 First Street, NE.,
Washington, DC 20426, (202) 502–
6125, patrick.harwood@ferc.gov.
Christopher Daignault (Legal
Information), Office of the General
Counsel, Federal Energy Regulatory
Commission, 888 First Street, NE.,
Washington, DC 20426, (202) 502–
8286, christopher.daignault@ferc.gov.
SUPPLEMENTARY INFORMATION:
TABLE OF CONTENTS
Paragraph
Numbers
mstockstill on PROD1PC66 with RULES
I. Background ............................................................................................................................................................................................
A. Procedural Background ................................................................................................................................................................
B. Reliability Standard IRO–006–4 ..................................................................................................................................................
II. Discussion ............................................................................................................................................................................................
A. Approval of Reliability Standard IRO–006–4 .............................................................................................................................
1. Transfer of Business-Related Requirements to NAESB .......................................................................................................
2. Improvements to the TLR Procedure ....................................................................................................................................
B. Requirement R1 ............................................................................................................................................................................
1. Use of TLR Procedure in Conjunction With Other Procedures To Mitigate an IROL Violation ......................................
2. Use of TLR Procedure Alone To Mitigate an IROL Violation .............................................................................................
3. Use of Demand-Side Management To Mitigate IROL Violations ........................................................................................
C. Violation Risk Factors ..................................................................................................................................................................
1. Comments ...............................................................................................................................................................................
2. Commission Determination on Violation Risk Factors .......................................................................................................
3. Commission Determination on Violation Severity Levels ..................................................................................................
III. Information Collection Statement ......................................................................................................................................................
IV. Environmental Analysis .....................................................................................................................................................................
V. Regulatory Flexibility Act ...................................................................................................................................................................
VI. Document Availability .......................................................................................................................................................................
VII. Effective Date and Congressional Notification ................................................................................................................................
1. Pursuant to section 215 of the
Federal Power Act (FPA) 1 the
Commission approves Reliability
Standard IRO–006–4, submitted to the
Commission for approval by the North
American Electric Reliability
1 16
U.S.C. 824o (2006).
VerDate Nov<24>2008
01:02 Mar 24, 2009
Jkt 217001
Corporation (NERC). The Reliability
Standard addresses transmission
loading relief requirements, which
provide a mechanism to manage and, if
necessary, curtail interchange
transactions. In addition, pursuant to
section 215(d)(5) of the FPA, the
Commission directs NERC to develop
PO 00000
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2
2
6
11
11
15
18
22
23
37
41
46
47
59
70
73
76
77
78
81
modifications to Reliability Standard
IRO–006–4 to address specific concerns
identified by the Commission.
I. Background
A. Procedural Background
2. On December 21, 2007, NERC, the
Commission-certified electric reliability
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]]>Agencies
[Federal Register Volume 74, Number 55 (Tuesday, March 24, 2009)]
[Rules and Regulations]
[Pages 12252-12256]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-5953]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-25390; Directorate Identifier 2005-NM-224-AD;
Amendment 39-15844; AD 2009-06-08]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 767 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 767 airplanes. This AD requires repetitive
inspections for cracking of the wing skin, and related investigative/
corrective actions if necessary. This AD results from reports of cracks
found in the lower wing skin originating at the forward tension bolt
holes of the aft pitch load fitting. We are issuing this AD to detect
and correct cracking in the lower wing skin for the forward tension
bolt holes at the aft pitch load fitting, which could result in a fuel
leak and reduced structural integrity of the airplane.
DATES: This AD becomes effective April 28, 2009.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of April 28,
2009.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207; telephone 206-544-9990; fax 206-766-5682; e-mail DDCS@boeing.com;
Internet https://www.myboeingfleet.com.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Tamara Anderson, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
917-6421; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a supplemental notice of proposed rulemaking (NPRM)
to amend 14 CFR part 39 to include an AD that would apply to certain
Boeing Model 767 airplanes. That supplemental NPRM was published in the
Federal Register on May 23, 2008 (73 FR 30009). That supplemental NPRM
proposed to require repetitive inspections for cracking of the wing
skin, and related investigative/corrective actions if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Support for the Supplemental NPRM
Boeing concurs with the contents of the proposed rule.
[[Page 12253]]
Request To Revise Compliance Time in Paragraph (f)(1) of the
Supplemental NPRM
Continental Airlines requests that we change the compliance time in
paragraph (f)(1) of the supplemental NPRM from ``prior to the
accumulation of 10,000 total flight cycles or 30,000 total flight
hours, whichever occurs first'' to ``prior to the accumulation of
10,000 total flight cycles or 50,000 total flight hours, whichever
occurs first.'' Continental states that the reported cracks have been
on airplanes with moderate (13,000+) to high (20,000+) to very high
(37,000+) total flight cycles. According to Continental, in all cases
but one, all of the findings have been on airplanes with moderate
(44,000+) to high (67,000+) flight hours. Further, Continental states
that in the case of the one airplane with high flight cycles (20,000+)
and low flight hours (less than 23,000 hours), cyclic stresses have
played a major role.
We disagree with the request to change the compliance time. The
manufacturer set the flight-hour threshold based on equivalent fatigue
damage caused by flight hours as compared to flight cycles. The
threshold for inspection is set below where the cracking is found.
Setting the threshold at 50,000 total flight hours would set the
threshold above five of eight reports. We have not changed the AD in
this regard. However, under the provisions of paragraph (o) of this AD,
we will consider requests for approval of an alternative compliance
time if sufficient data are submitted to substantiate that the change
in compliance time would provide an acceptable level of safety.
Request To Revise Compliance Time in Paragraph (h) of the Supplemental
NPRM
UPS requests that we change the flight-cycle threshold for the
inspection specified in paragraph (h) of the supplemental NPRM. UPS
recommends that the compliance time be 16,500 flight cycles from the
last accomplishment of the inspection required by paragraph (g) of this
AD, rather than 3,000 flight cycles. UPS states that the open-hole high
frequency eddy current (HFEC) inspection is set up such that a crack
originating at the forward tension bolt hole of the aft pitch load
fitting would be detected at the crack initiation. UPS adds that the
corresponding interval of 16,500 flight cycles is such that if a crack
were to develop immediately following the initial bolt open-hole HFEC
inspection, it would not grow to a critical size before detection at
the next inspection interval of 16,500 flight cycles.
We disagree with the request to revise the compliance time. The
external inspection specified in Part 1 of the Accomplishment
Instructions of Boeing Service Bulletin 767-57A0097, Revision 1, dated
October 18, 2007, will not detect cracks that are hidden by the
fitting, but will detect these cracks only when a crack grows beyond
the fitting. In particular, the Part 1 inspection will not detect large
cracks growing aft that are hidden by the fitting. Also, there is a
preload in the skin due to ``clamp-up stress'' from the bolts. These
clamp-up stresses add to uncertainty in the analysis. The 3,000-flight-
cycle threshold will allow for additional opportunities to detect
possible cracks once they grow beyond the fitting. In addition, the
open-hole HFEC inspection does not detect cracks until they reach a
detectable crack length. We have not changed the AD in this regard.
However, under the provisions of paragraph (o) of this AD, we will
consider requests for approval of an alternative compliance time if
sufficient data are submitted to substantiate that the change in
compliance time would provide an acceptable level of safety.
Request To Change ``and'' to ``or'' in Paragraph (g)(1) of the
Supplemental NPRM
UPS requests that we change the ``and'' in paragraph (g)(1) of the
supplemental NPRM to an ``or.'' That part of paragraph (g)(1) of the
supplemental NPRM states, ``Do the inspection at the later time
specified in paragraph (g)(1)(i) and (g)(1)(ii) of this AD.'' UPS
interprets that the intent of paragraph (g)(1)(ii) of the supplemental
NPRM is to allow airplanes that are approaching or have surpassed the
paragraph (g)(1)(i) threshold a reasonable timeframe to accomplish Part
2 of the Accomplishment Instructions of Boeing Service Bulletin 767-
57A0097, Revision 1, dated October 18, 2007. UPS also states that
similar paragraphs elsewhere in the NPRM use ``or'' rather than
``and.''
We agree with the request to change the ``and'' to an ``or'' for
the reasons stated. We have revised paragraph (g)(1) of this AD
accordingly. We have also revised paragraph (g)(2) of this AD to make
the same change for consistency.
Request To Limit Wording to Repaired Fastener Holes Only
UPS requests that we revise the wording in paragraph (j)(1) of the
supplemental NPRM to change ``the repaired wing only'' to ``repaired
fastener hole(s) only.'' UPS states that, as the supplemental NPRM is
written, a freeze plug repair on either the inboard or outboard forward
tension bolt hole of the aft pitch load fitting would end the
repetitive inspections of paragraphs (f) and (g) of the supplemental
NPRM for both the inboard and outboard forward tension bolt holes on
that wing.
We disagree with the request to change the wording in paragraph
(j)(1) of this AD. Our intention is that after doing the freeze plug
repair specified in paragraph (j)(1) of this AD, the inspections
specified in paragraphs (f) and (g) of this AD need not be done for the
repaired wing and not just for the repaired fastener hole(s) as the
commenter suggests. Instead of the inspections required by paragraphs
(f) and (g) of this AD, the inspections required by paragraph (k) of
this AD must be done. We have not changed the AD in this regard.
Request To Expand Inspection Area in Service Bulletin
Continental requests that Boeing Service Bulletin 767-57A0097,
Revision 1, dated October 18, 2007 (``the service bulletin''), include
instructions for what to do if an operator finds cracks in the expanded
area of inspection beyond the two bolt holes; or, as an option, a
statement to contact Boeing for further disposition. Continental points
out that Part 2 of the Work Instructions in the service bulletin
provides disposition for any finding around the two bolt hole areas
only.
We disagree that instructions need to be added. The inspections
specified in Part 1 of the service bulletin are accomplished as given
in Figure 3 of the service bulletin. The accomplishment instructions in
Part 1 of the service bulletin give instructions for repairing any
crack before further flight. The instructions in Figure 3 of the
service bulletin specify that operators should contact ``The Boeing
Company'' for repair instructions. Paragraph (l) of this AD states that
where the service bulletin specifies to contact Boeing for appropriate
action, operators must repair the cracking using a method approved in
accordance with the procedures specified in paragraph (o) of this AD.
We have not changed the AD in this regard.
Conclusion
We have carefully reviewed the available data, including the
comments received, and determined that air safety and the public
interest require adopting the AD with the change described previously.
We have determined that this change will neither increase the
[[Page 12254]]
economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 918 airplanes of the affected design in the
worldwide fleet, and about 387 airplanes of U.S. Registry. The
following table provides the estimated costs, at an average labor rate
of $80 per hour, for U.S. operators to comply with this AD.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Work Cost per
Action hours Parts airplane Fleet cost
----------------------------------------------------------------------------------------------------------------
Repetitive inspections, per 8 None............. $640, per $247,680.
inspection cycle (Part 1). inspection
cycle.
Inspection, rework, and bolt 8 Between $303 and Between $943 and Between $364,941, and $5,168,772.
installation (Part 2). $12,716. $13,356.
Repetitive inspections for 4 None............. $320, per $123,840, per inspection cycle.
certain airplanes (Part 4). inspection
cycle.
----------------------------------------------------------------------------------------------------------------
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 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
adding the following new airworthiness directive (AD):
2009-06-08 Boeing: Amendment 39-15844. Docket No. FAA-2006-25390;
Directorate Identifier 2005-NM-224-AD.
Effective Date
(a) This AD becomes effective April 28, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 767-200, -300, -300F, and -
400ER series airplanes, certificated in any category; as identified
in Boeing Service Bulletin 767-57A0097, Revision 1, dated October
18, 2007.
Unsafe Condition
(d) This AD results from reports of cracks found in the lower
wing skin originating at the forward tension bolt holes of the aft
pitch load fitting. We are issuing this AD to detect and correct
cracking in the lower wing skin for the forward tension bolt holes
at the aft pitch load fitting, which could result in a fuel leak and
reduced structural integrity 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.
External Inspections of the Wing Skin
(f) For airplanes identified as Group 1, Configuration 1, 2, 3,
or 6; Group 2, Configuration 1, 2, 3, or 6; and Group 3,
Configuration 1 or 3; in Boeing Service Bulletin 767-57A0097,
Revision 1, dated October 18, 2007: At the later of the times
specified in paragraph (f)(1) or (f)(2) of this AD, perform the
detailed inspection and the external high frequency eddy current
(HFEC) or dye penetrant inspections for cracking as specified in
Part 1 of the Accomplishment Instructions of Boeing Service Bulletin
767-57A0097, Revision 1, dated October 18, 2007. Repeat the
inspections at intervals not to exceed 3,000 flight cycles or 12,000
flight hours, whichever occurs first, until the actions required by
paragraph (g) or (j) of this AD are accomplished.
(1) Prior to the accumulation of 10,000 total flight cycles or
30,000 total flight hours, whichever occurs first.
(2) Within 3,000 flight cycles or 12,000 flight hours after the
effective date of this AD, whichever occurs first.
Internal Inspections of the Wing Skin
(g) For airplanes identified in paragraphs (g)(1) and (g)(2) of
this AD: Perform the bolt open-hole inspections for cracking in
accordance with Part 2 of the Accomplishment Instructions of Boeing
Service Bulletin 767-57A0097, Revision 1, dated October 18, 2007, at
the times specified in paragraph (g)(1) or (g)(2) of this AD, as
applicable, until the requirement of paragraphs (h) or (j)(1) of
this AD are accomplished. Doing the actions in this paragraph
terminates the requirements of paragraph (f) of this AD.
(1) For airplanes on which the modifications of the nacelle
strut and wing structure specified in any service bulletin listed in
Table 1 of this AD have been done: Do the inspection at the later
time specified in paragraph (g)(1)(i) or (g)(1)(ii) of this AD.
Repeat the inspections at intervals not to exceed 16,500 flight
cycles or 65,000 flight hours, whichever occurs first.
(i) Within 16,500 flight cycles or 65,000 flight hours,
whichever occurs earlier, after
[[Page 12255]]
accomplishment of a service bulletin identified in Table 1 of this
AD.
(ii) Within 3,000 flight cycles or 12,000 flight hours after the
effective date of this AD, whichever occurs first.
Table 1--Threshold Service Bulletins
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin-- Revision level-- Dated--
----------------------------------------------------------------------------------------------------------------
767-54-0080............................ Original.................. October 7, 1999.
767-54-0080............................ 1......................... May 9, 2002.
767-54-0081............................ Original.................. July 29, 1999.
767-54-0081............................ 1......................... February 7, 2002.
767-54-0082............................ Original.................. October 28, 1999.
767-54-0082............................ 1......................... November 4, 2004.
767-54-0082............................ 3......................... September 20, 2007.
----------------------------------------------------------------------------------------------------------------
(2) For airplanes on which the modifications of the nacelle
strut and wing structure specified in any service bulletin listed in
Table 1 of this AD have not been done: Do the inspection at the
later of the times specified in paragraph (g)(2)(i) or (g)(2)(ii) of
this AD. Repeat the inspections at intervals not to exceed 16,500
flight cycles or 65,000 flight hours, whichever occurs first.
(i) Before the accumulation of 20,000 total flight cycles or
60,000 total flight hours, whichever occurs earlier.
(ii) Within 72 months after the effective date of this AD.
Acceptable Method of Compliance With Paragraph (g) of This AD
(h) For all airplanes: Doing the actions in both paragraphs
(h)(1) and (h)(2) of this AD is an acceptable method of compliance
for the repetitive inspection requirements of paragraph (g) of this
AD after the initial paragraph (g) inspection is accomplished.
(1) Accomplishing the inspections specified in Part 1 of the
Accomplishment Instructions of Boeing Service Bulletin 767-57A0097,
Revision 1, dated October 18, 2007, within 3,000 flight cycles or
12,000 flight hours, whichever occurs first, after the
accomplishment of the most recent inspection done in accordance with
paragraph (g) of this AD (Part 2 of the Accomplishment Instructions
of Boeing Service Bulletin 767-57A0097, Revision 1, dated October
18, 2007).
(2) Repeating the inspections specified in Part 1 of the
Accomplishment Instructions of Boeing Service Bulletin 767-57A0097,
Revision 1, dated October 18, 2007, at intervals not to exceed 3,000
flight cycles or 12,000 flight hours, whichever occurs first.
Repair of Cracking
(i) If cracking is found during any inspection required by
paragraph (f) or (h) of this AD: Before further flight, repair in
accordance with the procedures specified in paragraph (o) of this
AD.
(j) If cracking is found during any inspection required by
paragraph (g) of this AD: Before further flight, oversize the
fastener hole in accordance with Part 2 of the Accomplishment
Instructions of Boeing Service Bulletin 767-57A0097, Revision 1,
dated October 18, 2007, except as provided by paragraphs (j)(1) and
(j)(2) of this AD.
(1) If any cracking cannot be removed by oversizing the fastener
hole in accordance with Part 2 of the Accomplishment Instructions of
Boeing Service Bulletin 767-57A0097, Revision 1, dated October 18,
2007, before further flight, accomplish the freeze plug repair in
accordance with Part 3 of the Accomplishment Instructions of Boeing
Service Bulletin 767-57A0097, Revision 1, dated October 18, 2007,
except as provided by paragraph (j)(2) of this AD. Accomplishing the
freeze plug repair ends the repetitive inspections required by
paragraphs (f) and (g) of this AD for the repaired wing only.
(2) If any cracking is outside the limits specified for the
freeze plug repair in Part 3 of the Accomplishment Instructions of
Boeing Service Bulletin 767-57A0097, Revision 1, dated October 18,
2007, before further flight, repair in accordance with the
procedures specified in paragraph (o) of this AD.
Repetitive Inspections Required After Freeze Plug Repair
(k) For airplanes on which of the requirements of paragraph
(j)(1) of this AD have been accomplished, perform the repetitive
inspections specified in paragraphs (k)(1) and (k)(2) of this AD at
the times specified.
(1) At the later time in paragraph (k)(1)(i) or (k)(1)(ii) of
this AD: Accomplish the external inspections specified in Part 1 of
the Accomplishment Instructions of Boeing Service Bulletin 767-
57A0097, Revision 1, dated October 18, 2007. If any cracking is
found during any inspection required by this paragraph, before
further flight, repair in accordance with the procedures specified
in paragraph (o) of this AD. Repeat the external inspections at
intervals not to exceed 3,000 flight cycles or 12,000 flight hours,
whichever occurs earlier.
(i) Prior to the accumulation of 37,500 total flight cycles or
90,000 total flight hours, whichever occurs earlier.
(ii) Within 18 months after accomplishment of the freeze plug
repair specified in Part 3 of the Accomplishment Instructions of
Boeing Service Bulletin 767-57A0097, Revision 1, dated October 18,
2007.
(2) At the later of the times specified in paragraph (k)(2)(i)
or (k)(2)(ii) of this AD: Perform an internal HFEC for cracking, in
accordance with Part 4 of the Accomplishment Instructions of Boeing
Service Bulletin 767-57A0097, Revision 1, dated October 18, 2007. If
any cracking is found during any inspection required by this
paragraph, before further flight, repair in accordance with the
procedures specified in paragraph (o) of this AD. Repeat the
inspections at intervals not to exceed 12,000 flight cycles or
48,000 flight hours, whichever occurs earlier.
(i) Prior to the accumulation of 37,500 total flight cycles or
90,000 total flight hours, whichever occurs earlier.
(ii) Within 72 months after accomplishment of the freeze plug
repair specified in Part 3 of the Accomplishment Instructions of
Boeing Service Bulletin 767-57A0097, Revision 1, dated October 18,
2007.
Repair of Certain Cracking
(l) If any cracking is found during any inspection required by
this AD, and Boeing Service Bulletin 767-57A0097, Revision 1, dated
October 18, 2007, specifies to contact Boeing for appropriate
action: Before further flight, repair the cracking using a method
approved in accordance with the procedures specified in paragraph
(o) of this AD.
No Reporting Requirement
(m) Although Boeing Service Bulletin 767-57A0097, Revision 1,
dated October 18, 2007, specifies to submit certain information to
the manufacturer, this AD does not include that requirement.
Credit for Actions Accomplished Previously
(n) Actions done before the effective date of this AD in
accordance with Boeing Alert Service Bulletin 767-57A0097, dated
September 29, 2005, are acceptable for compliance with the
corresponding requirements of this AD.
Alternative Methods of Compliance (AMOCs)
(o)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, ATTN: Tamara Anderson, Aerospace Engineer, Airframe Branch,
ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-
6421; fax (425) 917-6590; has the authority to approve AMOCs for
this AD, if requested using the procedures found in 14 CFR 39.19.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
[[Page 12256]]
(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.
Material Incorporated by Reference
(p) You must use Boeing Service Bulletin 767-57A0097, Revision
1, dated October 18, 2007, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1, fax 206-766-5680; e-mail
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
(3) You may review copies of the service information that is
incorporated by reference at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington. For
information on the availability of this material at the FAA, call
425-227-1221 or 425-227-1152.
(4) You may also review copies of the service information at the
National Archives and Records Administration (NARA). For information
on the availability of this material at NARA, call 202-741-6030, or
go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on February 27, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-5953 Filed 3-23-09; 8:45 am]
BILLING CODE 4910-13-P
