Airworthiness Directives; The Boeing Company Model 767-200, -300, and -300F Series Airplanes, 5677-5681 [2010-2192]
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Rules and Regulations
Federal Register
Vol. 75, No. 23
Thursday, February 4, 2010
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–2010–0031; Directorate
Identifier 2009–NM–266–AD; Amendment
39–16192; AD 2010–03–08]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 767–200, –300, and
–300F Series Airplanes
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AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD)
that applies to certain Model 767–200,
–300, and –300F series airplanes. The
existing AD currently requires repetitive
detailed and eddy current inspections to
detect cracks or corrosion of certain
midspar fuse pins, and corrective
actions if necessary. That AD also
provides optional terminating action,
which ends the repetitive inspections.
This new AD requires reduced intervals
for certain repetitive inspections. This
AD results from a report of a fractured
midspar fuse pin. We are issuing this
AD to prevent loss of the strut and
engine due to corrosion damage and
cracking of both fuse pins on the same
strut.
DATES: This AD becomes effective
February 19, 2010.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of February 19, 2010.
The Director of the Federal Register
previously approved the incorporation
by reference of a certain publication
listed in the AD as of March 5, 2001 (66
FR 8085, January 29, 2001).
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The Director of the Federal Register
previously approved the incorporation
by reference of a certain other
publication listed in the AD as of
October 17, 2000 (65 FR 58641, October
2, 2000).
We must receive any comments on
this AD by March 22, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
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.
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 street address for
the Docket Office (telephone 800–647–
5527) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6577; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Discussion
On January 22, 2003, we issued AD
2003–03–02, amendment 39–13026 (68
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FR 4374, January 29, 2003). That AD
applies to certain Model 767–200, –300,
and –300F airplanes. That AD requires
repetitive detailed and eddy current
inspections to detect cracks and
corrosion of certain midspar fuse pins,
and corrective actions if necessary. That
AD also provides optional terminating
action, which ends the repetitive
inspections. That AD resulted from a
report of a fractured outboard midspar
fuse pin (part number (P/N) 311T3102–
1) of the left engine pylon, which was
found during a scheduled maintenance
visit. The fuse pin also had corrosion on
the pin and within the bore. The actions
specified in that AD are intended to
prevent loss of the strut and engine due
to corrosion damage and cracking of
both fuse pins on the same strut.
Actions Since AD Was Issued
Since we issued that AD, we received
a report that a fractured midspar fuse
pin was found on a Model 767–300
airplane with CF6–80C2 engines. The
airplane had accumulated 16,054 flight
cycles and neither Boeing Service
Bulletin 767–54–0069 (required by AD
2000–19–09, amendment 39–11910; AD
2001–02–07, amendment 39–12091; and
AD 2001–06–12, amendment 39–12159)
nor Boeing Service Bulletin 767–54–
0081 (required by AD 2001–06–12) had
been incorporated. (ADs 2001–02–07
and 2001–06–12 have been superseded
by AD 2004–16–12, amendment 39–
13768.) The fractured midspar fuse pin
was found during routine maintenance
on the outboard side of the number one
pylon, prior to the next scheduled
midspar fuse pin inspection in
accordance with Boeing Alert Service
Bulletin 767–54A0062, Revision 5,
dated November 11, 2002 (referenced in
AD 2003–03–02). Further inspection
revealed a cracked midspar fuse pin on
the inboard side of the number one
pylon. Subsequent inspection of both
midspar fuse pins revealed discrepant
circumferential machining grooves on
the fuse pin main bore surface, in
addition to longitudinal cracks. In
addition, eddy current inspection of the
midspar fuse pins in accordance with
the requirements of Revision 5 of this
service bulletin will not reveal the
maximum allowable roughness of the
fuse pin main bore surface.
Metallurgical analysis determined the
fuse pin fracture or crack origins
coincided with the discrepant
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machining groove locations, in all cases.
Stresses due to pin ovalization
contributed to the longitudinal cracking
of the midspar fuse pins.
REVISED PARAGRAPH IDENTIFIERS
Requirement in AD
2003–03–02
Corresponding requirement in this AD
paragraph (h)
paragraph (i)
paragraph (j)
paragraph (k)
paragraph (l)
paragraph (m)
paragraph (n)
paragraph (g)
paragraph (h)
paragraph (i)
paragraph (j)
paragraph (k)
paragraph (l)
paragraph (m)
Relevant Service Information
We have reviewed Boeing Alert
Service Bulletin 767–54A0062, Revision
6, dated November 5, 2009. The service
bulletin describes procedures similar to
those in Boeing Alert Service Bulletin
767–54A0062, Revision 5, dated
November 11, 2002 (referred to in AD
2003–03–02 as a method of
accomplishing the required actions), but
with reduced repetitive inspection
intervals. Revision 6 of this service
bulletin does provide optional
corrective actions for certain conditions;
a repair of the midspar fuse pin may be
done instead of replacing the pin. The
repair includes contacting Boeing for
repair instructions and doing the repair.
Revision 6 of this service bulletin also
revises the corrective actions for
corrosion by basing the condition on
corrosion found on a non-critical
surface or any surface other than a noncritical surface.
FAA’s Determination and Requirements
of This AD
The unsafe condition described
previously is likely to exist or develop
on other airplanes of the same type
design. For this reason, we are issuing
this AD to supersede AD 2003–03–02.
This new AD retains certain
requirements of the existing AD. This
AD also reduces intervals for repeat
inspections and requires accomplishing
the actions specified in Boeing Alert
Service Bulletin 767–54A0062, Revision
6, dated November 5, 2009, described
previously, except as discussed under
‘‘Difference Between the AD and the
Service Bulletin.’’
Difference Between the AD and the
Service Bulletin
Boeing Alert Service Bulletin 767–
54A0062, Revision 6, dated November
5, 2009, specifies to ‘‘Contact Boeing for
repair instructions * * *.’’ This AD
would require repairing in accordance
with a method approved by the
Manager, Seattle Aircraft Certification
Office, FAA.
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Change to Existing AD
This AD would retain certain
requirements of AD 2003–03–02. Since
AD 2003–03–02 was issued, the AD
format has been revised, and certain
paragraphs have been rearranged. As a
result, the corresponding paragraph
identifiers have changed in this AD, as
listed in the following table:
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FAA’s Justification and Determination
of the Effective Date
A fractured midspar fuse pin was
discovered after the issuance of AD
2003–03–02. Fractured, corroded, or
cracked midspar fuse pins could lead to
the separation of the strut and engine
from the airplane. Because of our
requirement to promote safe flight of
civil aircraft and thus, the critical need
to assure the structural integrity of the
engine strut and the short compliance
time involved with this action, this AD
must be issued immediately.
Because an unsafe condition exists
that requires the immediate adoption of
this AD, we find that notice and
opportunity for prior public comment
hereon are impracticable and that good
cause exists for making this amendment
effective in less than 30 days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety, and
we did not provide you with notice and
an opportunity to provide your
comments before it becomes effective.
However, we invite you to send any
written data, views, or arguments about
this AD. Send your comments to an
address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2010–0031; Directorate Identifier 2009–
NM–266–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this AD. We will consider all
comments received by the closing date
and may amend this AD because of
those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this AD.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
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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 the regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
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 part 39 of the Federal
Aviation Regulations (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
■
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by removing amendment 39–13026 (68
FR 4374, January 29, 2003) and by
adding the following new airworthiness
directive (AD):
2010–03–08 The Boeing Company:
Amendment 39–16192. Docket No.
FAA–2010–0031; Directorate Identifier
2009–NM–266–AD.
Effective Date
(a) This AD becomes effective February 19,
2010.
Affected ADs
(b) This AD supersedes AD 2003–03–02,
Amendment 39–13026. In addition, AD
2000–19–09, Amendment 39–11910; AD
2001–02–07, Amendment 39–12091; and AD
2001–06–12, Amendment 39–12159; affect
this AD.
Applicability
(c) This AD applies to The Boeing
Company Model 767–200, –300, and –300F
series airplanes, certificated in any category;
as identified in Boeing Alert Service Bulletin
767–54A0062, Revision 6, dated November 5,
2009.
Subject
(d) Air Transport Association (ATA) of
America Code 54: Nacelles/Pylons.
Unsafe Condition
(e) This AD results from a report of a
fractured midspar fuse pin. The Federal
Aviation Administration is issuing this AD to
prevent loss of the strut and engine due to
corrosion damage and cracking of both fuse
pins on the same strut.
Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Note 1: This AD applies to each airplane
identified in the preceding applicability
provision, regardless of whether it has been
modified, altered, or repaired in the area
subject to the requirements of this AD. For
airplanes that have been modified, altered, or
repaired so that the performance of the
requirements of this AD is affected, the
owner/operator must request approval for an
alternative method of compliance in
accordance with paragraph (r)(1) of this AD.
The request should include an assessment of
the effect of the modification, alteration, or
repair on the unsafe condition addressed by
this AD; and, if the unsafe condition has not
been eliminated, the request should include
specific proposed actions to address it.
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Restatement of Certain Requirements of AD
2003–03–02, With New Service Information
Initial and Repetitive Inspections
(g) For airplanes having midspar fuse pins,
part numbers 311T3102–1, 311T3102–2,
311T3102–3, 311T3102–4, 311T2102–1 or
311T2102–2: Do a detailed inspection and an
eddy current inspection for cracks and
corrosion, per Boeing Alert Service Bulletin
767–54A0062, Revision 5, dated November
11, 2002; or in accordance with the
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Accomplishment Instructions of Boeing Alert
Service Bulletin 767–54A0062, Revision 6,
dated November 5, 2009. Do the inspections
at the later of the times specified in
paragraphs (g)(1) and (g)(2) of this AD. Repeat
the inspections at least every 3,000 landings
or 5 years, whichever is first, except as
required by paragraph (n) of this AD. After
the effective date of this AD, Boeing Alert
Service Bulletin 767–54A0062, Revision 6,
dated November 5, 2009, must be used.
Accomplishing the inspection required by
paragraph (n) of this AD terminates the
repetitive inspections required by this AD.
(1) Before the accumulation of 5,000 total
landings on the fuse pin or within 5 years
after fuse pin installation, whichever is first.
(2) Within 30 days after February 13, 2003.
Corrective Action
(h) If any crack or corrosion is found
during any inspection required by paragraph
(g) of this AD, before further flight, do the
actions required by paragraph (h)(1) or (h)(2)
of this AD, as applicable, per Boeing Alert
Service Bulletin 767–54A0062, Revision 5,
dated November 11, 2002, or do the
applicable actions required by paragraph (p)
of this AD. As of the effective date of this AD,
if any crack or corrosion is found during any
inspection required by paragraph (g) of this
AD, before further flight, do the applicable
actions required by paragraph (p) of this AD.
(1) If any crack is found, replace the
midspar fuse pin with a new fuse pin.
(2) If any corrosion is found, repair the
midspar fuse pin, or replace with a new fuse
pin.
Repetitive Inspections
(i) For airplanes identified in paragraph (g)
of this AD, and on which a new midspar fuse
pin was installed before the effective date of
this AD: After the installation of a new
midspar fuse pin, inspect the new fuse pin
per paragraph (g) of this AD before the
accumulation of 5,000 total landings on the
fuse pin or within 5 years, whichever is first.
Repeat the inspections at least every 3,000
landings or 5 years, whichever is first, except
as required by paragraph (n) of this AD.
Accomplishing the inspection required by
paragraph (n) of this AD terminates the
repetitive inspections required by this
paragraph.
Optional Terminating Action
(j) For all airplanes: Accomplishment of
the rework of the side load fitting and tension
fasteners, as applicable, and replacement of
midspar fuse pins per Boeing Service
Bulletin 767–54–0069, dated October 9, 1997;
Revision 1, dated January 29, 1998; or
Revision 2, dated August 31, 2000; ends the
repetitive inspections required by this AD.
(k) Modification of the nacelle strut and
wing structure as required by AD 2000–19–
09, amendment 39–11910 (applicable to
certain Model 767 series airplanes powered
by Rolls-Royce RB211 series engines); AD
2001–02–07, amendment 39–12091
(applicable to certain Model 767 series
airplanes powered by Pratt & Whitney
engines); or AD 2001–06–12, amendment 39–
12159 (applicable to certain Model 767 series
airplanes powered by General Electric
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engines); as applicable; ends the repetitive
inspections required by this AD.
‘‘Operator’s Equivalent Procedure’’
(l) Although Boeing Alert Service Bulletin
767–54A0062, Revision 5, dated November
11, 2002, specifies that an ‘‘operator’s
equivalent procedure’’ may be used for all
actions for which the Boeing 767 Airplane
Maintenance Manual (AMM) is specified as
the appropriate source of service information,
this AD requires those actions to be done in
accordance with Boeing Alert Service
Bulletin 767–54A0062, Revision 5, dated
November 11, 2002.
Actions Done per Previously Issued Service
Information
(m) Inspections and replacements done
before February 13, 2003, per Boeing Alert
Service Bulletin 767–54A0062, Revision 1,
dated May 11, 1994; Revision 2, dated
December 21, 1994; Revision 3, dated June
15, 1995; or Revision 4, dated May 7, 1998;
are acceptable for compliance with the
applicable actions specified in this AD.
New Requirements of This AD
Reduced Repetitive Inspection Intervals
(n) For airplanes on which any inspection
required by paragraphs (g) and (i) of this AD
has been done: Do the inspections specified
in paragraph (p) of this AD at the earlier of
the times specified in paragraphs (n)(1) and
(n)(2) of this AD. Repeat the inspection
thereafter at intervals not to exceed 2,000
flight cycles or 2 years, whichever occurs
first, except as provided by paragraph (o) of
this AD. Accomplishing this paragraph
terminates the repetitive inspection
requirements of paragraphs (g) and (i) of this
AD.
(1) At the later of the times specified in
paragraphs (n)(1)(i) and (n)(1)(ii) of this AD.
(i) Within 2,000 flight cycles or 2 years
after the last inspection done in accordance
with paragraph (g) of this AD, whichever
occurs first.
(ii) Within 30 days after the effective date
of this AD.
(2) Within 3,000 flight cycles or 5 years,
whichever occurs first after the last
inspection done in accordance with
paragraph (g) of this AD.
(o) For airplanes identified in paragraph (g)
of this AD and on which a new or serviceable
midspar fuse pin is installed on or after the
effective date of this AD: Do the inspections
specified in paragraph (p) of this AD before
the accumulation of 5,000 total flight cycles
on the midspar fuse pin or within 5 years
after the installation of the new midspar fuse
pin, whichever occurs first. Repeat the
inspections thereafter at the times specified
in paragraph (n) of this AD.
Inspection and Related Corrective and
Investigative Actions
(p) At the applicable times specified in
paragraphs (n) and (o) of this AD: Do a
detailed inspection of the midspar fuse pin
for cracking and corrosion; and do all
applicable actions specified in paragraphs
(p)(1) through (p)(4) of this AD, in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
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767–54A0062, Revision 6, dated November 5,
2009. As an option during accomplishment
of the requirements of paragraphs (p)(1)
through (p)(4) of this AD, the inspected
midspar fuse pin may be replaced with a new
or serviceable fuse pin in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 767–54A0062,
Revision 6, dated November 5, 2009, and the
inspection repeated at the time specified in
paragraph (o) of this AD.
(1) If no crack and no corrosion is found
during the detailed inspection, before further
flight, do an eddy current inspection (ECI) for
any cracking, and before further flight, do the
applicable actions specified in paragraphs
(p)(1)(i) through (p)(1)(iii) of this AD.
(i) If no crack is found during the on-wing
ECI, do Part 5, ‘‘Fuse Pin Secondary
Retention Hardware Installation,’’ of the
Work Instructions of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009.
(ii) If no crack is found during off-wing
ECI, reinstall the fuse pin.
(iii) If any crack is found during the ECI,
do a magnetic particle inspection (MPI) in
accordance with Part 4, ‘‘Magnetic Particle
Inspection of the Midspar Fuse Pin for Any
Crack,’’ of the Work Instructions of Boeing
Alert Service Bulletin 767–54A0062,
Revision 6, dated November 5, 2009.
(A) If no crack is found during the MPI,
reinstall the fuse pin.
(B) If any crack is found during the MPI,
do Part 3, ‘‘Midspar Fuse Pin Replacement,’’
of the Work Instructions of Boeing Alert
Service Bulletin 767–54A0062, Revision 6,
dated November 5, 2009.
(2) If any crack is found during the detailed
inspection, before further flight, do Part 3,
‘‘Midspar Fuse Pin Replacement,’’ of the
Work Instructions of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009.
(3) If, during the detailed inspection, no
crack is found, and corrosion is found only
on a non-critical surface as defined in
Appendix A of Boeing Alert Service Bulletin
767–54A0062, Revision 6, dated November 5,
2009, before further flight, rework the fuse
pin to remove the corrosion, and do the
applicable actions specified in paragraphs
(p)(3)(i) and (p)(3)(ii) of this AD.
(i) If all the corrosion is removed and the
fuse pin is still serviceable, as specified in
Boeing Alert Service Bulletin 767–54A0062,
Revision 6, dated November 5, 2009: Do an
ECI in accordance with Figure 3 (on-wing) or
Figure 4 (off-wing) of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009, or MPI in accordance
with Part 4, ‘‘Magnetic Particle Inspection of
the Midspar Fuse Pin for Any Crack,’’ of the
Work Instructions of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009.
(A) If no crack was found during the onwing ECI, do Part 5, ‘‘Fuse Pin Secondary
Retention Hardware Installation,’’ of the
Work Instructions of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009.
(B) If no crack was found during the offwing ECI, install the fuse pin.
(C) If any crack was found during either
on-wing or off-wing ECI, do Part 4, ‘‘Magnetic
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Particle Inspection of the Midspar Fuse Pin
for Any Crack,’’ of the Work Instructions of
Boeing Alert Service Bulletin 767–54A0062,
Revision 6, dated November 5, 2009.
(D) If the MPI is accomplished and no
crack was found, reinstall the fuse pin.
(E) If the MPI is accomplished, and any
cracking was found, do Part 3, ‘‘Midspar Fuse
Pin Replacement,’’ of the Work Instructions
of Boeing Alert Service Bulletin 767–
54A0062, Revision 6, dated November 5,
2009.
(ii) If the corrosion cannot be completely
removed or if removing all the corrosion
makes the fuse pin unserviceable, do Part 3,
‘‘Midspar Fuse Pin Replacement,’’ of the
Work Instructions of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009.
(4) If, during the detailed inspection, no
crack is found, and any corrosion found is on
a critical surface as defined in Appendix A
of Boeing Alert Service Bulletin 767–
54A0062, Revision 6, dated November 5,
2009, before further flight, do an ECI and do
the applicable actions specified in
paragraphs (p)(4)(i) and (p)(4)(ii) of this AD.
(i) If no crack is found during the ECI,
repair in accordance with the procedures
specified in paragraph (r) of this AD.
(ii) If any crack is found during the ECI, do
an MPI in accordance with Part 6, ‘‘Magnetic
Particle Inspection of the Midspar Fuse Pin
for Any Crack Prior to Repair,’’ of the Work
Instructions of Boeing Alert Service Bulletin
767–54A0062, Revision 6, dated November 5,
2009.
(A) If no crack is found during the MPI,
repair in accordance with the procedures
specified in paragraph (r) of this AD.
(B) If any crack is found during the MPI,
do Part 3, ‘‘Midspar Fuse Pin Replacement,’’
of the Work Instructions of Boeing Alert
Service Bulletin 767–54A0062, Revision 6,
dated November 5, 2009.
(iv) Any crack is found during an ECI
required by paragraph (p)(3)(i) of this AD and
cannot be refuted (or proved false) by an MPI
required by paragraph (p)(3)(i)(C) of this AD
(Condition 2.1.1 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(v) Any crack is found by MPI (Condition
2.1.3 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(vi) Any corrosion found is not removed
(Condition 2.2 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(vii) Crack is found by detailed inspection
(Condition 3 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(viii) Any crack is found during an ECI
required by paragraph (p)(4) of this AD
(Condition 3.1 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(ix) No crack is found during an ECI
required by paragraph (p)(4) of this AD
(Condition 3.2 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(2) An additional ECI of both midspar fuse
pins on each wing for any cracking is done
and verifying that the airplane meets the
criteria specified in paragraph (q)(1) of this
AD.
(3) A detailed inspection of the other strutto-wing load paths (including the upper link,
upper link fuse pin, diagonal brace, and
lower diagonal brace fuse pin) for any
cracking is done.
Special Flight Permit
(q) Special flight permits may be issued in
accordance with sections 21.197 and 21.199
of the Federal Aviation Regulations (14 CFR
21.197 and 21.199) to operate the airplane to
a location where corrective action can be
accomplished, provided that the conditions
in paragraphs (q)(1), (q)(2), and (q)(3) of this
AD are met.
(1) Airplanes have zero or one midspar
fuse pin per wing having any of the
inspection results or corrosion conditions
detailed in paragraphs (q)(1)(i) through
(q)(1)(ix) of this AD.
(i) Crack is found by detailed inspection
(Condition 1 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
(ii) No crack is found, and any corrosion
found is on non-critical surface (Condition 2
in Table 1 of paragraph 1.E., ‘‘Compliance,’’
of Boeing Alert Service Bulletin 767–
54A0062, Revision 6, dated November 5,
2009).
(iii) Any corrosion found is removed
(Condition 2.1 in Table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009).
Alternative Methods of Compliance
(AMOCs)
(r)(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested using the procedures found in 14
CFR 39.19. Send information to ATTN:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; telephone (425) 917–6577; fax (425)
917–6590. Information may be e-mailed to: 9ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle
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Federal Register / Vol. 75, No. 23 / Thursday, February 4, 2010 / Rules and Regulations
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane.
(4) Alternative methods of compliance,
approved previously in accordance with AD
2003–03–02, for the actions specified in
paragraph (i) of that AD, are approved as
alternative methods of compliance with
paragraph (h) of this AD.
Material Incorporated by Reference
(s) You must use Boeing Alert Service
Bulletin 767–54A0062, Revision 6, dated
November 5, 2009, to do the actions required
5681
by this AD, unless the AD specifies
otherwise. If you accomplish the optional
actions specified by this AD, you must use
the service information specified in Table 1
of this AD to do those actions, unless the AD
specifies otherwise.
TABLE 1—MATERIAL INCORPORATED BY REFERENCE FOR OPTIONAL TERMINATING ACTION IN THIS AD
Boeing Service Bulletin—
Revision—
Dated—
767–54–0069 .............................................................................
767–54–0069 .............................................................................
767–54–0069 .............................................................................
Original ...................................................................
1 .............................................................................
2 .............................................................................
October 9, 1997.
January 29, 1998.
August 31, 2000.
cprice-sewell on DSK2BSOYB1PROD with RULES
(1) The Director of the Federal Register
approved the incorporation by reference of
Boeing Alert Service Bulletin 767–54A0062,
Revision 6, dated November 5, 2009; and
Boeing Service Bulletin 767–54–0069, dated
October 9, 1997; under 5 U.S.C. 552(a) and
1 CFR part 51.
(2) The Director of the Federal Register
previously approved the incorporation by
reference of Boeing Service Bulletin 767–57–
0069, Revision 2, dated August 31, 2000, on
March 5, 2001 (66 FR 8085, January 29,
2001).
(3) The Director of the Federal Register
previously approved the incorporation by
reference of Boeing Service Bulletin 767–54–
0069, Revision 1, dated January 29, 1998, on
October 17, 2000 (65 FR 58641, October 2,
2000).
(4) 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.
(5) 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.
(6) 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 January
22, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2010–2192 Filed 2–3–10; 8:45 am]
BILLING CODE 4910–13–P
VerDate Nov<24>2008
15:08 Feb 03, 2010
Jkt 220001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0065; Directorate
Identifier 2009–SW–01–AD; Amendment 39–
16186; AD 2010–03–03]
RIN 2120–AA64
Airworthiness Directives; Bell
Helicopter Textron, Inc. Model 205B
and 212 Helicopters
AGENCY: Federal Aviation
Administration, DOT.
ACTION: Final rule; request for
comments.
SUMMARY: This amendment adopts a
new airworthiness directive (AD) for
Bell Helicopter Textron, Inc. (Bell)
Model 205B and 212 helicopters with
certain main rotor (M/R) blade
assemblies installed. This action
requires inspecting the M/R blades
paying particular attention to an area
near the blade root for an edge void,
corrosion, or a crack. This amendment
is prompted by two reports of fatigue
cracks on M/R blades installed on
Model 212 helicopters. Both model
helicopters use the same part-numbered
M/R blades. The actions specified in
this AD are intended to detect an edge
void, corrosion, or a crack on a M/R
blade, which could lead to loss of the
M/R blade and subsequent loss of
control of the helicopter.
DATES: Effective February 19, 2010.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of February
19, 2010.
Comments for inclusion in the Rules
Docket must be received on or before
April 5, 2010.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD:
PO 00000
Frm 00005
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• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. You may get
the service information identified in this
AD from Bell Helicopter Textron, Inc.,
P.O. Box 482, Fort Worth, TX 76101,
telephone (817) 280–3391, fax (817)
280–6466, or at https://
www.bellcustomer.com/files/.
Examining the Docket: You may
examine the docket that contains the
AD, any comments, and other
information on the Internet at https://
www.regulations.gov, or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The Docket
Operations office (telephone (800) 647–
5527) is located in Room W12–140 on
the ground floor of the West Building at
the street address stated in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
DOT/FAA Southwest Region, Michael
Kohner, ASW–170, Aviation Safety
Engineer, Rotorcraft Directorate,
Rotorcraft Certification Office, 2601
Meacham Blvd., Fort Worth, Texas
76137, telephone (817) 222–5170, fax
(817) 222–5783.
SUPPLEMENTARY INFORMATION: This
amendment adopts a new AD for certain
serial-numbered Bell Model 205B and
212 helicopters with a M/R blade, part
number (P/N) 212–015–501–005, –111,
–113, –115, –117, –119, or –121,
installed. The AD requires, within 25
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]]>Agencies
[Federal Register Volume 75, Number 23 (Thursday, February 4, 2010)]
[Rules and Regulations]
[Pages 5677-5681]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-2192]
========================================================================
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. 75, No. 23 / Thursday, February 4, 2010 /
Rules and Regulations
[[Page 5677]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0031; Directorate Identifier 2009-NM-266-AD;
Amendment 39-16192; AD 2010-03-08]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 767-200, -300,
and -300F Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD) that applies to certain Model 767-200, -300, and -300F series
airplanes. The existing AD currently requires repetitive detailed and
eddy current inspections to detect cracks or corrosion of certain
midspar fuse pins, and corrective actions if necessary. That AD also
provides optional terminating action, which ends the repetitive
inspections. This new AD requires reduced intervals for certain
repetitive inspections. This AD results from a report of a fractured
midspar fuse pin. We are issuing this AD to prevent loss of the strut
and engine due to corrosion damage and cracking of both fuse pins on
the same strut.
DATES: This AD becomes effective February 19, 2010.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of February 19,
2010.
The Director of the Federal Register previously approved the
incorporation by reference of a certain publication listed in the AD as
of March 5, 2001 (66 FR 8085, January 29, 2001).
The Director of the Federal Register previously approved the
incorporation by reference of a certain other publication listed in the
AD as of October 17, 2000 (65 FR 58641, October 2, 2000).
We must receive any comments on this AD by March 22, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
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.
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 street address for
the Docket Office (telephone 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
917-6577; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
On January 22, 2003, we issued AD 2003-03-02, amendment 39-13026
(68 FR 4374, January 29, 2003). That AD applies to certain Model 767-
200, -300, and -300F airplanes. That AD requires repetitive detailed
and eddy current inspections to detect cracks and corrosion of certain
midspar fuse pins, and corrective actions if necessary. That AD also
provides optional terminating action, which ends the repetitive
inspections. That AD resulted from a report of a fractured outboard
midspar fuse pin (part number (P/N) 311T3102-1) of the left engine
pylon, which was found during a scheduled maintenance visit. The fuse
pin also had corrosion on the pin and within the bore. The actions
specified in that AD are intended to prevent loss of the strut and
engine due to corrosion damage and cracking of both fuse pins on the
same strut.
Actions Since AD Was Issued
Since we issued that AD, we received a report that a fractured
midspar fuse pin was found on a Model 767-300 airplane with CF6-80C2
engines. The airplane had accumulated 16,054 flight cycles and neither
Boeing Service Bulletin 767-54-0069 (required by AD 2000-19-09,
amendment 39-11910; AD 2001-02-07, amendment 39-12091; and AD 2001-06-
12, amendment 39-12159) nor Boeing Service Bulletin 767-54-0081
(required by AD 2001-06-12) had been incorporated. (ADs 2001-02-07 and
2001-06-12 have been superseded by AD 2004-16-12, amendment 39-13768.)
The fractured midspar fuse pin was found during routine maintenance on
the outboard side of the number one pylon, prior to the next scheduled
midspar fuse pin inspection in accordance with Boeing Alert Service
Bulletin 767-54A0062, Revision 5, dated November 11, 2002 (referenced
in AD 2003-03-02). Further inspection revealed a cracked midspar fuse
pin on the inboard side of the number one pylon. Subsequent inspection
of both midspar fuse pins revealed discrepant circumferential machining
grooves on the fuse pin main bore surface, in addition to longitudinal
cracks. In addition, eddy current inspection of the midspar fuse pins
in accordance with the requirements of Revision 5 of this service
bulletin will not reveal the maximum allowable roughness of the fuse
pin main bore surface. Metallurgical analysis determined the fuse pin
fracture or crack origins coincided with the discrepant
[[Page 5678]]
machining groove locations, in all cases. Stresses due to pin
ovalization contributed to the longitudinal cracking of the midspar
fuse pins.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009. The service bulletin describes
procedures similar to those in Boeing Alert Service Bulletin 767-
54A0062, Revision 5, dated November 11, 2002 (referred to in AD 2003-
03-02 as a method of accomplishing the required actions), but with
reduced repetitive inspection intervals. Revision 6 of this service
bulletin does provide optional corrective actions for certain
conditions; a repair of the midspar fuse pin may be done instead of
replacing the pin. The repair includes contacting Boeing for repair
instructions and doing the repair. Revision 6 of this service bulletin
also revises the corrective actions for corrosion by basing the
condition on corrosion found on a non-critical surface or any surface
other than a non-critical surface.
FAA's Determination and Requirements of This AD
The unsafe condition described previously is likely to exist or
develop on other airplanes of the same type design. For this reason, we
are issuing this AD to supersede AD 2003-03-02. This new AD retains
certain requirements of the existing AD. This AD also reduces intervals
for repeat inspections and requires accomplishing the actions specified
in Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated
November 5, 2009, described previously, except as discussed under
``Difference Between the AD and the Service Bulletin.''
Difference Between the AD and the Service Bulletin
Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated
November 5, 2009, specifies to ``Contact Boeing for repair instructions
* * *.'' This AD would require repairing in accordance with a method
approved by the Manager, Seattle Aircraft Certification Office, FAA.
Change to Existing AD
This AD would retain certain requirements of AD 2003-03-02. Since
AD 2003-03-02 was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this AD, as listed in the
following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in this
Requirement in AD 2003-03-02 AD
------------------------------------------------------------------------
paragraph (h) paragraph (g)
paragraph (i) paragraph (h)
paragraph (j) paragraph (i)
paragraph (k) paragraph (j)
paragraph (l) paragraph (k)
paragraph (m) paragraph (l)
paragraph (n) paragraph (m)
------------------------------------------------------------------------
FAA's Justification and Determination of the Effective Date
A fractured midspar fuse pin was discovered after the issuance of
AD 2003-03-02. Fractured, corroded, or cracked midspar fuse pins could
lead to the separation of the strut and engine from the airplane.
Because of our requirement to promote safe flight of civil aircraft and
thus, the critical need to assure the structural integrity of the
engine strut and the short compliance time involved with this action,
this AD must be issued immediately.
Because an unsafe condition exists that requires the immediate
adoption of this AD, we find that notice and opportunity for prior
public comment hereon are impracticable and that good cause exists for
making this amendment effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety, and we did not provide you with notice and an opportunity to
provide your comments before it becomes effective. However, we invite
you to send any written data, views, or arguments about this AD. Send
your comments to an address listed under the ADDRESSES section. Include
``Docket No. FAA-2010-0031; Directorate Identifier 2009-NM-266-AD'' at
the beginning of your comments. We specifically invite comments on the
overall regulatory, economic, environmental, and energy aspects of this
AD. We will consider all comments received by the closing date and may
amend this AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
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 the regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the 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 part 39 of the Federal Aviation Regulations (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
[[Page 5679]]
by removing amendment 39-13026 (68 FR 4374, January 29, 2003) and by
adding the following new airworthiness directive (AD):
2010-03-08 The Boeing Company: Amendment 39-16192. Docket No. FAA-
2010-0031; Directorate Identifier 2009-NM-266-AD.
Effective Date
(a) This AD becomes effective February 19, 2010.
Affected ADs
(b) This AD supersedes AD 2003-03-02, Amendment 39-13026. In
addition, AD 2000-19-09, Amendment 39-11910; AD 2001-02-07,
Amendment 39-12091; and AD 2001-06-12, Amendment 39-12159; affect
this AD.
Applicability
(c) This AD applies to The Boeing Company Model 767-200, -300,
and -300F series airplanes, certificated in any category; as
identified in Boeing Alert Service Bulletin 767-54A0062, Revision 6,
dated November 5, 2009.
Subject
(d) Air Transport Association (ATA) of America Code 54:
Nacelles/Pylons.
Unsafe Condition
(e) This AD results from a report of a fractured midspar fuse
pin. The Federal Aviation Administration is issuing this AD to
prevent loss of the strut and engine due to corrosion damage and
cracking of both fuse pins on the same strut.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (r)(1)
of this AD. The request should include an assessment of the effect
of the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Restatement of Certain Requirements of AD 2003-03-02, With New Service
Information
Initial and Repetitive Inspections
(g) For airplanes having midspar fuse pins, part numbers
311T3102-1, 311T3102-2, 311T3102-3, 311T3102-4, 311T2102-1 or
311T2102-2: Do a detailed inspection and an eddy current inspection
for cracks and corrosion, per Boeing Alert Service Bulletin 767-
54A0062, Revision 5, dated November 11, 2002; or in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
767-54A0062, Revision 6, dated November 5, 2009. Do the inspections
at the later of the times specified in paragraphs (g)(1) and (g)(2)
of this AD. Repeat the inspections at least every 3,000 landings or
5 years, whichever is first, except as required by paragraph (n) of
this AD. After the effective date of this AD, Boeing Alert Service
Bulletin 767-54A0062, Revision 6, dated November 5, 2009, must be
used. Accomplishing the inspection required by paragraph (n) of this
AD terminates the repetitive inspections required by this AD.
(1) Before the accumulation of 5,000 total landings on the fuse
pin or within 5 years after fuse pin installation, whichever is
first.
(2) Within 30 days after February 13, 2003.
Corrective Action
(h) If any crack or corrosion is found during any inspection
required by paragraph (g) of this AD, before further flight, do the
actions required by paragraph (h)(1) or (h)(2) of this AD, as
applicable, per Boeing Alert Service Bulletin 767-54A0062, Revision
5, dated November 11, 2002, or do the applicable actions required by
paragraph (p) of this AD. As of the effective date of this AD, if
any crack or corrosion is found during any inspection required by
paragraph (g) of this AD, before further flight, do the applicable
actions required by paragraph (p) of this AD.
(1) If any crack is found, replace the midspar fuse pin with a
new fuse pin.
(2) If any corrosion is found, repair the midspar fuse pin, or
replace with a new fuse pin.
Repetitive Inspections
(i) For airplanes identified in paragraph (g) of this AD, and on
which a new midspar fuse pin was installed before the effective date
of this AD: After the installation of a new midspar fuse pin,
inspect the new fuse pin per paragraph (g) of this AD before the
accumulation of 5,000 total landings on the fuse pin or within 5
years, whichever is first. Repeat the inspections at least every
3,000 landings or 5 years, whichever is first, except as required by
paragraph (n) of this AD. Accomplishing the inspection required by
paragraph (n) of this AD terminates the repetitive inspections
required by this paragraph.
Optional Terminating Action
(j) For all airplanes: Accomplishment of the rework of the side
load fitting and tension fasteners, as applicable, and replacement
of midspar fuse pins per Boeing Service Bulletin 767-54-0069, dated
October 9, 1997; Revision 1, dated January 29, 1998; or Revision 2,
dated August 31, 2000; ends the repetitive inspections required by
this AD.
(k) Modification of the nacelle strut and wing structure as
required by AD 2000-19-09, amendment 39-11910 (applicable to certain
Model 767 series airplanes powered by Rolls-Royce RB211 series
engines); AD 2001-02-07, amendment 39-12091 (applicable to certain
Model 767 series airplanes powered by Pratt & Whitney engines); or
AD 2001-06-12, amendment 39-12159 (applicable to certain Model 767
series airplanes powered by General Electric engines); as
applicable; ends the repetitive inspections required by this AD.
``Operator's Equivalent Procedure''
(l) Although Boeing Alert Service Bulletin 767-54A0062, Revision
5, dated November 11, 2002, specifies that an ``operator's
equivalent procedure'' may be used for all actions for which the
Boeing 767 Airplane Maintenance Manual (AMM) is specified as the
appropriate source of service information, this AD requires those
actions to be done in accordance with Boeing Alert Service Bulletin
767-54A0062, Revision 5, dated November 11, 2002.
Actions Done per Previously Issued Service Information
(m) Inspections and replacements done before February 13, 2003,
per Boeing Alert Service Bulletin 767-54A0062, Revision 1, dated May
11, 1994; Revision 2, dated December 21, 1994; Revision 3, dated
June 15, 1995; or Revision 4, dated May 7, 1998; are acceptable for
compliance with the applicable actions specified in this AD.
New Requirements of This AD
Reduced Repetitive Inspection Intervals
(n) For airplanes on which any inspection required by paragraphs
(g) and (i) of this AD has been done: Do the inspections specified
in paragraph (p) of this AD at the earlier of the times specified in
paragraphs (n)(1) and (n)(2) of this AD. Repeat the inspection
thereafter at intervals not to exceed 2,000 flight cycles or 2
years, whichever occurs first, except as provided by paragraph (o)
of this AD. Accomplishing this paragraph terminates the repetitive
inspection requirements of paragraphs (g) and (i) of this AD.
(1) At the later of the times specified in paragraphs (n)(1)(i)
and (n)(1)(ii) of this AD.
(i) Within 2,000 flight cycles or 2 years after the last
inspection done in accordance with paragraph (g) of this AD,
whichever occurs first.
(ii) Within 30 days after the effective date of this AD.
(2) Within 3,000 flight cycles or 5 years, whichever occurs
first after the last inspection done in accordance with paragraph
(g) of this AD.
(o) For airplanes identified in paragraph (g) of this AD and on
which a new or serviceable midspar fuse pin is installed on or after
the effective date of this AD: Do the inspections specified in
paragraph (p) of this AD before the accumulation of 5,000 total
flight cycles on the midspar fuse pin or within 5 years after the
installation of the new midspar fuse pin, whichever occurs first.
Repeat the inspections thereafter at the times specified in
paragraph (n) of this AD.
Inspection and Related Corrective and Investigative Actions
(p) At the applicable times specified in paragraphs (n) and (o)
of this AD: Do a detailed inspection of the midspar fuse pin for
cracking and corrosion; and do all applicable actions specified in
paragraphs (p)(1) through (p)(4) of this AD, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin
[[Page 5680]]
767-54A0062, Revision 6, dated November 5, 2009. As an option during
accomplishment of the requirements of paragraphs (p)(1) through
(p)(4) of this AD, the inspected midspar fuse pin may be replaced
with a new or serviceable fuse pin in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009, and the inspection
repeated at the time specified in paragraph (o) of this AD.
(1) If no crack and no corrosion is found during the detailed
inspection, before further flight, do an eddy current inspection
(ECI) for any cracking, and before further flight, do the applicable
actions specified in paragraphs (p)(1)(i) through (p)(1)(iii) of
this AD.
(i) If no crack is found during the on-wing ECI, do Part 5,
``Fuse Pin Secondary Retention Hardware Installation,'' of the Work
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision
6, dated November 5, 2009.
(ii) If no crack is found during off-wing ECI, reinstall the
fuse pin.
(iii) If any crack is found during the ECI, do a magnetic
particle inspection (MPI) in accordance with Part 4, ``Magnetic
Particle Inspection of the Midspar Fuse Pin for Any Crack,'' of the
Work Instructions of Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009.
(A) If no crack is found during the MPI, reinstall the fuse pin.
(B) If any crack is found during the MPI, do Part 3, ``Midspar
Fuse Pin Replacement,'' of the Work Instructions of Boeing Alert
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.
(2) If any crack is found during the detailed inspection, before
further flight, do Part 3, ``Midspar Fuse Pin Replacement,'' of the
Work Instructions of Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009.
(3) If, during the detailed inspection, no crack is found, and
corrosion is found only on a non-critical surface as defined in
Appendix A of Boeing Alert Service Bulletin 767-54A0062, Revision 6,
dated November 5, 2009, before further flight, rework the fuse pin
to remove the corrosion, and do the applicable actions specified in
paragraphs (p)(3)(i) and (p)(3)(ii) of this AD.
(i) If all the corrosion is removed and the fuse pin is still
serviceable, as specified in Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009: Do an ECI in accordance
with Figure 3 (on-wing) or Figure 4 (off-wing) of Boeing Alert
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009, or
MPI in accordance with Part 4, ``Magnetic Particle Inspection of the
Midspar Fuse Pin for Any Crack,'' of the Work Instructions of Boeing
Alert Service Bulletin 767-54A0062, Revision 6, dated November 5,
2009.
(A) If no crack was found during the on-wing ECI, do Part 5,
``Fuse Pin Secondary Retention Hardware Installation,'' of the Work
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision
6, dated November 5, 2009.
(B) If no crack was found during the off-wing ECI, install the
fuse pin.
(C) If any crack was found during either on-wing or off-wing
ECI, do Part 4, ``Magnetic Particle Inspection of the Midspar Fuse
Pin for Any Crack,'' of the Work Instructions of Boeing Alert
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.
(D) If the MPI is accomplished and no crack was found, reinstall
the fuse pin.
(E) If the MPI is accomplished, and any cracking was found, do
Part 3, ``Midspar Fuse Pin Replacement,'' of the Work Instructions
of Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated
November 5, 2009.
(ii) If the corrosion cannot be completely removed or if
removing all the corrosion makes the fuse pin unserviceable, do Part
3, ``Midspar Fuse Pin Replacement,'' of the Work Instructions of
Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated
November 5, 2009.
(4) If, during the detailed inspection, no crack is found, and
any corrosion found is on a critical surface as defined in Appendix
A of Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated
November 5, 2009, before further flight, do an ECI and do the
applicable actions specified in paragraphs (p)(4)(i) and (p)(4)(ii)
of this AD.
(i) If no crack is found during the ECI, repair in accordance
with the procedures specified in paragraph (r) of this AD.
(ii) If any crack is found during the ECI, do an MPI in
accordance with Part 6, ``Magnetic Particle Inspection of the
Midspar Fuse Pin for Any Crack Prior to Repair,'' of the Work
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision
6, dated November 5, 2009.
(A) If no crack is found during the MPI, repair in accordance
with the procedures specified in paragraph (r) of this AD.
(B) If any crack is found during the MPI, do Part 3, ``Midspar
Fuse Pin Replacement,'' of the Work Instructions of Boeing Alert
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.
Special Flight Permit
(q) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
corrective action can be accomplished, provided that the conditions
in paragraphs (q)(1), (q)(2), and (q)(3) of this AD are met.
(1) Airplanes have zero or one midspar fuse pin per wing having
any of the inspection results or corrosion conditions detailed in
paragraphs (q)(1)(i) through (q)(1)(ix) of this AD.
(i) Crack is found by detailed inspection (Condition 1 in Table
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
(ii) No crack is found, and any corrosion found is on non-
critical surface (Condition 2 in Table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009).
(iii) Any corrosion found is removed (Condition 2.1 in Table 1
of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
767-54A0062, Revision 6, dated November 5, 2009).
(iv) Any crack is found during an ECI required by paragraph
(p)(3)(i) of this AD and cannot be refuted (or proved false) by an
MPI required by paragraph (p)(3)(i)(C) of this AD (Condition 2.1.1
in Table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
(v) Any crack is found by MPI (Condition 2.1.3 in Table 1 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
767-54A0062, Revision 6, dated November 5, 2009).
(vi) Any corrosion found is not removed (Condition 2.2 in Table
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
(vii) Crack is found by detailed inspection (Condition 3 in
Table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
(viii) Any crack is found during an ECI required by paragraph
(p)(4) of this AD (Condition 3.1 in Table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009).
(ix) No crack is found during an ECI required by paragraph
(p)(4) of this AD (Condition 3.2 in Table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009).
(2) An additional ECI of both midspar fuse pins on each wing for
any cracking is done and verifying that the airplane meets the
criteria specified in paragraph (q)(1) of this AD.
(3) A detailed inspection of the other strut-to-wing load paths
(including the upper link, upper link fuse pin, diagonal brace, and
lower diagonal brace fuse pin) for any cracking is done.
Alternative Methods of Compliance (AMOCs)
(r)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. Send information to ATTN: Berhane Alazar, Aerospace
Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington
98057-3356; telephone (425) 917-6577; fax (425) 917-6590.
Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle
[[Page 5681]]
ACO, to make those findings. For a repair method to be approved, the
repair must meet the certification basis of the airplane.
(4) Alternative methods of compliance, approved previously in
accordance with AD 2003-03-02, for the actions specified in
paragraph (i) of that AD, are approved as alternative methods of
compliance with paragraph (h) of this AD.
Material Incorporated by Reference
(s) You must use Boeing Alert Service Bulletin 767-54A0062,
Revision 6, dated November 5, 2009, to do the actions required by
this AD, unless the AD specifies otherwise. If you accomplish the
optional actions specified by this AD, you must use the service
information specified in Table 1 of this AD to do those actions,
unless the AD specifies otherwise.
Table 1--Material Incorporated by Reference for Optional Terminating Action in This AD
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin-- Revision-- Dated--
----------------------------------------------------------------------------------------------------------------
767-54-0069............................ Original.................. October 9, 1997.
767-54-0069............................ 1......................... January 29, 1998.
767-54-0069............................ 2......................... August 31, 2000.
----------------------------------------------------------------------------------------------------------------
(1) The Director of the Federal Register approved the
incorporation by reference of Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009; and Boeing Service
Bulletin 767-54-0069, dated October 9, 1997; under 5 U.S.C. 552(a)
and 1 CFR part 51.
(2) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Service Bulletin 767-57-0069,
Revision 2, dated August 31, 2000, on March 5, 2001 (66 FR 8085,
January 29, 2001).
(3) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Service Bulletin 767-54-0069,
Revision 1, dated January 29, 1998, on October 17, 2000 (65 FR
58641, October 2, 2000).
(4) 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.
(5) 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.
(6) 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 January 22, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-2192 Filed 2-3-10; 8:45 am]
BILLING CODE 4910-13-P
