Airworthiness Directives; The Boeing Company Model 767 Airplanes, 12670-12674 [2010-5670]
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12670
Federal Register / Vol. 75, No. 51 / Wednesday, March 17, 2010 / Rules and Regulations
Service Bulletin 45–27–41, or Bombardier
(Learjet) Optional Service Bulletin 40–27–25,
both dated January 11, 2010, and repeat the
non-destructive liquid penetrant inspection
of the sleeve thereafter at intervals not to
exceed 6 months.
Note 2: Guidance on modification of the
flap actuator can be found in Microtecnica
Service Bulletin 27–0018, dated November
24, 2009.
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.
Parts Installation
(j) As of the effective date of this AD, no
person may install, on any airplane, a
ballscrew assembly sleeve of the flap
actuator, unless the actuator has been
modified according to Bombardier (Learjet)
Optional Service Bulletin 45–27–41, or
Bombardier (Learjet) Optional Service
Bulletin 40–27–25, both dated January 11,
2010.
Material Incorporated by Reference
Reporting Requirement
(k) Submit a one-time report of the findings
of the general visual inspection and the
initial non-destructive liquid penetrant
inspection required by this AD to Chris
Broadrick, Bombardier Aerospace, Project
Coordinator—Fielding Specialist, Customer
Support Engineering, One Learjet Way, P.O.
Box 7707, Wichita, Kansas 67209; telephone
316–946–2315; fax 316–946–8908; e-mail
chris.broadrick@aero.bombardier.com; at the
applicable time specified in paragraph (k)(1)
or (k)(2) of this AD. The report must include
airplane serial number, flap actuator part
number, flap actuator serial number, and flap
actuator time in service (in hours). Under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements contained in this AD and has
assigned OMB Control Number 2120–0056.
(1) If the inspection was done on or after
the effective date of this AD: Submit the
report within 10 days after the inspection.
(2) If the inspection was done before the
effective date of this AD: Submit the report
within 10 days after the effective date of this
AD.
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Special Flight Permits
(l) 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 the airplane can be
modified, unless cracks are discovered in
both an inboard and outboard actuator sleeve
for any flap.
Alternative Methods of Compliance
(AMOCs)
(m)(1) The Manager, Wichita Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. Send information to ATTN:
William Griffith, Aerospace Engineer,
Airframe Branch, ACE–118W, FAA, Wichita
ACO, 1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas 67209;
telephone (316) 946–4116; fax (316) 946–
4107.
(2) To request a different method of
compliance or a different compliance time
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(n) You must use the service information
included in Table 1 of this AD, as applicable,
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 Learjet, Inc., One Learjet
Way, Wichita, Kansas 67209–2942; telephone
316–946–2000; fax 316–946–2220; e-mail
ac.ict@aero.bombardier.com; Internet https://
www.bombardier.com.
(3) 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.
(4) 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.
TABLE 1—MATERIAL INCORPORATED
BY REFERENCE
Document
Date
Bombardier (Learjet)
Alert Service Bulletin
A40–27–24.
Bombardier (Learjet)
Alert Service Bulletin
A45–27–40.
Bombardier (Learjet)
Optional Service Bulletin 40–27–25.
Bombardier (Learjet)
Optional Service Bulletin 45–27–41.
January 11, 2010.
January 11, 2010.
January 11, 2010.
January 11, 2010.
Issued in Renton, Washington, on March 9,
2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–5669 Filed 3–16–10; 8:45 am]
BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0642; Directorate
Identifier 2009–NM–001–AD; Amendment
39–16241; AD 2010–06–16]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 767 Airplanes
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for certain
Model 767 series airplanes. This AD
requires inspections for scribe lines in
the fuselage skin at skin lap joints, the
skin at certain external approved
repairs, the skin around external
features such as antennas, and the skin
at decals; and related investigative and
corrective actions if necessary. This AD
results from reports of scribe lines found
at skin lap joints and butt joints, around
external repairs and antennas, and at
locations where external decals had
been cut. We are issuing this AD to
detect and correct scribe lines, which
can develop into fatigue cracks in the
skin and cause sudden decompression
of the airplane.
DATES: This AD is effective April 21,
2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of April 21, 2010.
ADDRESSES: 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. You may
review copies of the referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington. For
information on the availability of this
material at the FAA, call 425–227–1221.
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
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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:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6577; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness
directive (AD) that would apply to
certain Boeing Model 767 airplanes.
That NPRM was published in the
Federal Register on July 16, 2009 (74 FR
34513). That NPRM proposed to require
inspections for scribe lines in the
fuselage skin at skin lap joints, the skin
at certain external approved repairs, the
skin around external features such as
antennas, and the skin at decals; and
related investigative and corrective
actions if necessary.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received from
the commenters.
Support for the NPRM
The Air Transport Association of
America (ATA) agrees with the intent of
the NPRM.
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Request To Remove Requirements for
Inspections for Partially Repainted
Airplanes
The ATA, on behalf of its member
American Airlines (AA), requests that
we revise the NPRM to state that the
inspections done in accordance with
Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, are necessary only in areas that
have been previously stripped or
repainted.
We agree that clarification is
necessary. Note 1 of paragraph (g) of this
AD, as well as the notes in paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert
Service Bulletin 767–53A0193, Revision
1, dated April 9, 2009, state the
exceptions to the inspection. Boeing
Alert Service Bulletin 767–53A0193,
Revision 1, dated April 9, 2009, states
that these inspections are not necessary
in areas that have not been stripped or
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repainted. We have not changed the AD
in this regard.
Request To Remove Reference to Butt
Joints From Paragraph (g) of the NPRM
The ATA, on behalf of its member
United Airlines (UAL), and Boeing and
Japan Airlines (JAL) request that we
remove the term ‘‘butt joints’’ from the
requirements of paragraph (g) of the
NPRM. Boeing and JAL point out that
Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, does not specify any inspections
for scribe lines at butt joints.
We agree to remove the reference to
‘‘butt joints’’ from paragraph (g) in this
final rule. While Boeing Alert Service
Bulletin 767–53A0193, Revision 1,
dated April 9, 2009, does state that some
scribe lines were found at butt joint
areas of the skin, it does not specifically
address scribe lines found at butt joints
for Model 767 airplanes. We have
removed the term ‘‘butt joints’’ from
paragraph (g) of the final rule.
Request To Remove Requirement for
Inspections Where Decals Have Been
Installed
JAL requests that we remove the
requirement for inspections where
decals have been installed if procedures
were used to ensure that the skin was
not damaged. JAL states that it protects
the skin before installing decals and
inspects the skin to confirm that the
area is free of damage after installing
decals.
We partially agree. Using tools that do
not scribe the skin should be given
consideration. However, we disagree
that it is necessary to remove the
requirement for inspections of any
location where decals have been
installed. Notes (b) and (d) in Table 1 in
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 767–53A0193,
Revision 1, dated April 9, 2009, state the
locations that are exempt from the
inspections. Under the provisions of
paragraph (l) of the final rule, we will
consider requests for approval of an
alternative method of compliance if data
are submitted to substantiate that such
request would provide an acceptable
level of safety. We have not changed the
AD regarding this issue.
Request To Revise Reporting
Requirement
All Nippon Airways (ANA), JAL,
Boeing, and ATA, on behalf of its
member Delta, request that we require
reporting for crack findings only rather
than require reporting positive and
negative findings. ANA requests that we
limit reporting to positive findings of
cracks equal to or greater than 0.006
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12671
inch deep. Delta requests that reporting
be mandated only for positive findings
(specifically findings over 0.001 inch
deep), and requests that we extend the
window for reporting from 30 to 180
days. Delta states that a longer time
period will allow findings to be batched
together for a grouped report and
preclude undue compliance issues
related to late reporting. The
commenters state that to require
reporting for all findings, both for
positive and negative findings, is
burdensome and unnecessary.
We agree to revise the reporting
requirement to require reporting only
for positive findings. Since Boeing Alert
Service Bulletin 767–53A0193, Revision
1, dated April 9, 2009, specifies that
only a repair plan be reported to Boeing,
we have revised paragraph (j) of the
final rule to require reporting only for
scribe lines deeper than 0.001 inch
along with a respective repair plan.
While airplanes with scribe lines greater
than 0.001 inch deep and less than
0.006 inch deep may be eligible for the
limited return to service (LRTS)
program depending on location,
airplanes with scribe lines greater than
0.006 inch in any location are not
eligible for the LRTS program.
We disagree with Delta’s request to
extend the window for reporting from
30 to 180 days. We find that 30 days
after a completed inspection is an
appropriate amount of time to submit
reporting requirements.
Request To Remove Inspection
Requirement for Areas Without
External Features
JAL requests that we remove the
inspection requirement for areas
without external features. JAL notes that
Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, requires inspections for scribe
lines where external features are
installed. JAL states that it has airplane
configurations with antennas that were
not installed. JAL requests that we add
‘‘if an antenna is not located in the
position described in the identification,
no inspection for the skin at that
location is required,’’ to the AD.
We partially agree with the
commenter. Boeing Alert Service
Bulletin 767–53A0193, Revision 1,
dated April 9, 2009, does not provide
instructions to address such anomalies
in those areas. However, we disagree
that adding an exception to the AD is
necessary because these anomalies do
not affect the majority of the fleet. JAL
may address this situation by requesting
approval of an alternative method of
compliance (AMOC) according to the
procedures in paragraph (l) of this AD.
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We have not changed the AD in this
regard.
Request To Change ‘‘Exploratory
Detailed Inspection’’ to ‘‘Detailed
Inspection’’
JAL requests that we change the term
‘‘exploratory detailed inspection’’ to
‘‘detailed inspection’’ because Boeing
Alert Service Bulletin 767–53A0193,
Revision 1, dated April 9, 2009, does
not define ‘‘exploratory detailed
inspection.’’
We agree to change the term for the
reason provided by the commenter. We
have revised paragraph (g) of the AD to
reflect this change.
Request To Remove Requirement to
Return Airplanes To a ‘‘Serviceable
Condition’’
The ATA, on behalf of its member
AA, requests that we remove the
requirement to return airplanes to a
‘‘serviceable condition.’’ AA notes that
Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, states ‘‘put the airplane back into
a serviceable condition’’ multiple times.
AA requests that we revise the AD to
exclude this requirement because it
does not address the unsafe condition.
Furthermore, AA states that most
operators will accomplish these
inspections as part of a heavy
maintenance visit, so returning the
airplane to a serviceable condition will
occur well after the inspections are
complete.
We partially agree with the
commenter’s request. The airplanes may
not be in a ‘‘serviceable’’ condition
immediately after addressing the scribe
line issue. However, we disagree that
revising the AD is necessary because the
statement is designed to ensure that the
airplane is airworthy after all the
required tasks have been completed and
before the next flight of the airplane. We
have not revised the AD in regard to this
issue.
Request To Include Alternate
Measurement Tools
The ATA, on behalf of its member
AA, requests that we include alternate
measurement tools. AA notes that
paragraph 2.F., ‘‘Special Tooling,’’ of
Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, lists several different optical
micrometers and laser measurement
devices. AA requests that we revise the
AD to include provisions for using
alternative equivalent measurement
tools rather than allowing only the
specific models listed.
We disagree with the commenter’s
request to revise the AD to include
alternative measurement tools. Boeing
Alert Service Bulletin 767–53A0193,
Revision 1, dated April 9, 2009,
specifies that no special tooling is
necessary to accomplish the specified
actions, and it lists standard tools that
may be needed to measure scribe line
depth. We have not changed the AD in
this regard.
Request To Change Compliance Time in
the Service Bulletin
ANA requests that we change the
requirement ‘‘after the original issue
date of the service bulletin’’ as it is
written in paragraph 1.E., ‘‘Compliance,’’
of Boeing Alert Service Bulletin 767–
53A0193, Revision 1, dated April 9,
2009, to ‘‘after the effective date of the
AD.’’
We agree with the commenter that the
effective date of the AD should be the
date used to determine compliance.
Paragraph (h) of this final rule states
that where Boeing Alert Service Bulletin
767–53A0193, Revision 1, dated April 9,
2009, specifies a compliance time after
the date on that service bulletin, this AD
requires compliance within the
specified compliance time after the
effective date of this AD. We have not
changed the AD in this regard.
Explanation of Change Made to This
AD
Boeing Commercial Airplanes has
received an Organization Designation
Authorization (ODA), which replaces
their previous designation as a
Delegation Option Authorization (DOA)
holder. We have revised paragraph (l)(3)
of this AD to delegate the authority to
approve an alternative method of
compliance for any repair required by
this AD to the Boeing Commercial
Airplanes ODA.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We also determined that these changes
will not increase the economic burden
on any operator or increase the scope of
the AD.
Costs of Compliance
We estimate that this AD affects 367
airplanes of U.S. registry. The following
table provides the estimated costs for
U.S. operators to comply with this AD.
TABLE—ESTIMATED COSTS
Action
Work hours
Average
labor rate
per hour
Parts
Cost per
product
Number of
U.S.registered
airplanes
Fleet cost
Inspections ........................................
340
$80
None .....................................
$27,200
367
$9,982,400
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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
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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
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:
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(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.
You can find our regulatory
evaluation and the estimated costs of
compliance in the AD Docket.
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 FAA amends § 39.13 by adding
the following new AD:
■
2010–06–16 The Boeing Company:
Amendment 39–16241. Docket No.
FAA–2009–0642; Directorate Identifier
2009–NM–001–AD.
Inspection
(g) At the applicable times specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert
Service Bulletin 767–53A0193, Revision 1,
dated April 9, 2009, except as provided in
paragraph (h) of this AD, do detailed
inspections for scribe lines of skin lap joints
around external repairs and antennas, and at
locations where external decals might have
been cut. Do all applicable related
investigative and corrective actions at the
times specified in Boeing Alert Service
Bulletin 767–53A0193, Revision 1, dated
April 9, 2009, by accomplishing all actions
specified in the Accomplishment
Instructions of that service bulletin, except as
provided by paragraph (i) of this AD.
Note 1: The inspection exemptions noted
in paragraph 1.E. of Boeing Alert Service
Bulletin 767–53A0193, Revision 1, dated
April 9, 2009, apply to this AD.
Exceptions to Service Bulletin Specifications
(h) Where Boeing Alert Service Bulletin
767–53A0193, Revision 1, dated April 9,
2009, specifies a compliance time after ‘‘the
original issue date on this service bulletin,’’
this AD requires compliance within the
specified compliance time after the effective
date of this AD.
(i) Where Boeing Alert Service Bulletin
767–53A0193, Revision 1, dated April 9,
2009, specifies to contact Boeing for
appropriate action, accomplish applicable
actions before further flight using a method
approved in accordance with the procedures
specified in paragraph (l) of this AD.
Unsafe Condition
(e) This AD results from reports of scribe
lines found at skin lap joints, butt joints,
around external repairs and antennas, and at
locations where external decals had been cut.
We are issuing this AD to detect and correct
scribe lines, which can develop into fatigue
cracks in the skin and cause sudden
decompression of the airplane.
Report
(j) At the applicable time specified in
paragraph (j)(1) or (j)(2) of this AD: Submit
a report of positive findings of scribe lines
deeper than 0.001 inch along with a repair
plan found during the inspections required
by paragraph (g) of this AD. Operators may
use the reporting form contained in
Appendixes B and C, as applicable, of Boeing
Alert Service Bulletin 767–53A0193,
Revision 1, dated April 9, 2009. Send the
report to Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207.
The report must contain, at a minimum, the
inspection results, a description of any
discrepancies found, the airplane serial
number, and the number of flight cycles and
flight hours on the airplane. Under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements contained in this AD and has
assigned OMB Control Number 2120–0056.
(1) If the inspection was done on or after
the effective date of this AD: Submit the
report within 30 days after the inspection.
(2) If the inspection was done before the
effective date of this AD: Submit the report
within 30 days after the effective date of this
AD.
Compliance
(f) You are responsible for having the
actions required by this AD performed within
Credit for Actions Accomplished Previously
(k) Actions accomplished previously in
accordance with Boeing Alert Service
Effective Date
(a) This airworthiness directive (AD) is
effective April 21, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing
Company Model 767–200, –300, –300F, and
–400ER series airplanes, certificated in any
category, as identified in Boeing Alert
Service Bulletin 767–53A0193, Revision 1,
dated April 9, 2009.
Subject
(d) Air Transport Association (ATA) of
America Code 53: Fuselage.
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the compliance times specified, unless the
actions have already been done.
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12673
Bulletin 767–53A0193, dated November 25,
2008, are considered acceptable for
compliance with the applicable actions
specified in this AD.
Alternative Methods of Compliance
(AMOCs)
(l)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. 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. Or, e-mail information to 9-ANMSeattle-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
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
(m) You must use Boeing Alert Service
Bulletin 767–53A0193, Revision 1, dated
April 9, 2009, 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 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.
(4) 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.
E:\FR\FM\17MRR1.SGM
17MRR1
12674
Federal Register / Vol. 75, No. 51 / Wednesday, March 17, 2010 / Rules and Regulations
Issued in Renton, Washington, on March 9,
2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–5670 Filed 3–16–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2010–0004; Airspace
Docket No. 09–ASW–32]
RIN 2120–AA66
Amendment of Jet Routes and VOR
Federal Airways in the Vicinity of
Gage, OK
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: This action amends the legal
description of two Jet Routes and seven
VHF Omnidirectional Range (VOR)
Federal Airways in the vicinity of Gage,
OK. The FAA is taking this action
because the Gage VHF Omnidirectional
Range/Tactical Air Navigation
(VORTAC), included as part of the route
structure for the airways, is being
renamed the Mitbee VORTAC for
identity clarification.
DATES: Effective date 0901 UTC, June 3,
2010. The Director of the Federal
Register approves this incorporation by
reference action under 1 CFR part 51,
subject to the annual revision of FAA
Order 7400.9 and publication of
conforming amendments.
FOR FURTHER INFORMATION CONTACT:
Colby Abbott, Airspace and Rules
Group, Office of System Operations
Airspace and AIM, Federal Aviation
Administration, 800 Independence
Avenue, SW., Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
The Rule
This action amends Title 14 Code of
Federal Regulations (14 CFR) part 71 by
amending the legal description of Jet
Routes J–26 and J–98 and VOR Federal
Airways V–12, V–17, V–190, V–280, V–
390, V–402, and V–507 in the vicinity
of Gage, OK. Currently, these airways
have the Gage, OK, [VORTAC] included
as part of their route structure. The Gage
VORTAC and the Gage Airport, both in
Gage, OK, share the same name and
facility identifier (GAG), but are not colocated and are greater than 5 nautical
miles apart. To eliminate the possibility
VerDate Nov<24>2008
14:47 Mar 16, 2010
Jkt 220001
of confusion, and a potential flight
safety issue, the Gage VORTAC will be
renamed the Mitbee VORTAC and
assigned a new facility identifier
(MMB). All Jet Routes and VOR Federal
Airways with Gage, OK, [VORTAC]
included in their legal descriptions will
be amended to reflect the name change.
The name change of the VORTAC will
coincide with the effective date of this
rulemaking action.
Since this action merely involves
editorial changes in the legal
description of Jet Routes and VOR
Federal Airways, and does not involve
a change in the dimensions or operating
requirements of that airspace, notice
and public comment under 5 U.S.C.
553(b) are unnecessary.
Jet Routes and Domestic VOR Federal
Airways are published in paragraphs
2004 and 6010(a), respectively, of FAA
Order 7400.9T, signed August 27, 2009,
and effective September 15, 2009, which
is incorporated by reference in 14 CFR
71.1. The Jet Routes and domestic VOR
Federal Airways listed in this document
will be published subsequently in the
Order.
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation: (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)
does not warrant preparation of a
Regulatory Evaluation as the anticipated
impact is so minimal. Since this is a
routine matter that will only affect air
traffic procedures and air navigation, it
is certified that this rule, when
promulgated, will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
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.
This rulemaking is promulgated
under the authority described in
Subtitle VII, Part A, Subpart I, Section
40103. Under that section, the FAA is
charged with prescribing regulations to
assign the use of the airspace necessary
to ensure the safety of aircraft and the
efficient use of airspace. This regulation
is within the scope of that authority as
it amends the legal description of Jet
PO 00000
Frm 00018
Fmt 4700
Sfmt 4700
Routes and VOR Federal Airways in the
vicinity of Gage, OK.
Environmental Review
There are no changes to the lateral
limits. Therefore, the FAA has
determined that this action is not
subject to environmental assessments
and procedures in accordance with FAA
Order 1050.1E, Policies and Procedures
for Considering Environmental Impacts,
and the National Environmental Policy
Act.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference,
Navigation (air).
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 71 as follows:
■
PART 71—DESIGNATION OF CLASS A,
B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND
REPORTING POINTS
1. The authority citation for 14 CFR
part 71 continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40103, 40113,
40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–
1963 Comp., p. 389.
§ 71.1
[Amended]
2. The incorporation by reference in
14 CFR 71.1 of the FAA Order 7400.9T,
Airspace Designations and Reporting
Points, signed August 27, 2009, and
effective September 15, 2009, is
amended as follows:
■
Paragraph 2004
Jet Routes.
*
*
*
*
*
J–26 [Amended]
From Ciudad Juarez, Mexico, via El Paso,
TX; INT of El Paso 070° and Chisum, NM,
215° radials; Chisum; Panhandle, TX; Mitbee,
OK; Wichita, KS; Kansas City, MO;
Kirksville, MO; Bradford, IL; to Joliet, IL. The
airspace within Mexico is excluded.
*
*
*
*
*
J–98 [Amended]
From Liberal, KS, via Mitbee, OK; Will
Rogers, OK; via Tulsa, OK; Springfield, MO;
to Farmington, MO.
*
*
*
*
Paragraph 6010(a)
Airways.
*
*
*
*
Domestic VOR Federal
*
*
V–12 [Amended]
From Gaviota, CA, via San Marcus, CA;
Palmdale, CA; 38 miles, 6 miles wide,
Hector, CA; 12 miles, 38 miles, 85 MSL, 14
miles, 75 MSL, Needles, CA; 45 miles, 34
miles, 95 MSL, Drake, AZ; Winslow, AZ; 30
miles, 85 MSL, Zuni, NM; Albuquerque, NM;
Otto, NM; Anton Chico, NM; Tucumcari,
NM; Amarillo, TX; Mitbee, OK; Anthony, KS;
E:\FR\FM\17MRR1.SGM
17MRR1
]]>Agencies
[Federal Register Volume 75, Number 51 (Wednesday, March 17, 2010)]
[Rules and Regulations]
[Pages 12670-12674]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-5670]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0642; Directorate Identifier 2009-NM-001-AD;
Amendment 39-16241; AD 2010-06-16]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 767 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
Model 767 series airplanes. This AD requires inspections for scribe
lines in the fuselage skin at skin lap joints, the skin at certain
external approved repairs, the skin around external features such as
antennas, and the skin at decals; and related investigative and
corrective actions if necessary. This AD results from reports of scribe
lines found at skin lap joints and butt joints, around external repairs
and antennas, and at locations where external decals had been cut. We
are issuing this AD to detect and correct scribe lines, which can
develop into fatigue cracks in the skin and cause sudden decompression
of the airplane.
DATES: This AD is effective April 21, 2010.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of April 21,
2010.
ADDRESSES: 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. You may review copies of the
referenced service information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information
on the availability of this material at the FAA, call 425-227-1221.
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
[[Page 12671]]
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: Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6577; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness directive (AD) that would apply to
certain Boeing Model 767 airplanes. That NPRM was published in the
Federal Register on July 16, 2009 (74 FR 34513). That NPRM proposed to
require inspections for scribe lines in the fuselage skin at skin lap
joints, the skin at certain external approved repairs, the skin around
external features such as antennas, and the skin at decals; and related
investigative and corrective actions if necessary.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received from the commenters.
Support for the NPRM
The Air Transport Association of America (ATA) agrees with the
intent of the NPRM.
Request To Remove Requirements for Inspections for Partially Repainted
Airplanes
The ATA, on behalf of its member American Airlines (AA), requests
that we revise the NPRM to state that the inspections done in
accordance with Boeing Alert Service Bulletin 767-53A0193, Revision 1,
dated April 9, 2009, are necessary only in areas that have been
previously stripped or repainted.
We agree that clarification is necessary. Note 1 of paragraph (g)
of this AD, as well as the notes in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin 767-53A0193, Revision 1, dated April 9,
2009, state the exceptions to the inspection. Boeing Alert Service
Bulletin 767-53A0193, Revision 1, dated April 9, 2009, states that
these inspections are not necessary in areas that have not been
stripped or repainted. We have not changed the AD in this regard.
Request To Remove Reference to Butt Joints From Paragraph (g) of the
NPRM
The ATA, on behalf of its member United Airlines (UAL), and Boeing
and Japan Airlines (JAL) request that we remove the term ``butt
joints'' from the requirements of paragraph (g) of the NPRM. Boeing and
JAL point out that Boeing Alert Service Bulletin 767-53A0193, Revision
1, dated April 9, 2009, does not specify any inspections for scribe
lines at butt joints.
We agree to remove the reference to ``butt joints'' from paragraph
(g) in this final rule. While Boeing Alert Service Bulletin 767-
53A0193, Revision 1, dated April 9, 2009, does state that some scribe
lines were found at butt joint areas of the skin, it does not
specifically address scribe lines found at butt joints for Model 767
airplanes. We have removed the term ``butt joints'' from paragraph (g)
of the final rule.
Request To Remove Requirement for Inspections Where Decals Have Been
Installed
JAL requests that we remove the requirement for inspections where
decals have been installed if procedures were used to ensure that the
skin was not damaged. JAL states that it protects the skin before
installing decals and inspects the skin to confirm that the area is
free of damage after installing decals.
We partially agree. Using tools that do not scribe the skin should
be given consideration. However, we disagree that it is necessary to
remove the requirement for inspections of any location where decals
have been installed. Notes (b) and (d) in Table 1 in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-53A0193, Revision
1, dated April 9, 2009, state the locations that are exempt from the
inspections. Under the provisions of paragraph (l) of the final rule,
we will consider requests for approval of an alternative method of
compliance if data are submitted to substantiate that such request
would provide an acceptable level of safety. We have not changed the AD
regarding this issue.
Request To Revise Reporting Requirement
All Nippon Airways (ANA), JAL, Boeing, and ATA, on behalf of its
member Delta, request that we require reporting for crack findings only
rather than require reporting positive and negative findings. ANA
requests that we limit reporting to positive findings of cracks equal
to or greater than 0.006 inch deep. Delta requests that reporting be
mandated only for positive findings (specifically findings over 0.001
inch deep), and requests that we extend the window for reporting from
30 to 180 days. Delta states that a longer time period will allow
findings to be batched together for a grouped report and preclude undue
compliance issues related to late reporting. The commenters state that
to require reporting for all findings, both for positive and negative
findings, is burdensome and unnecessary.
We agree to revise the reporting requirement to require reporting
only for positive findings. Since Boeing Alert Service Bulletin 767-
53A0193, Revision 1, dated April 9, 2009, specifies that only a repair
plan be reported to Boeing, we have revised paragraph (j) of the final
rule to require reporting only for scribe lines deeper than 0.001 inch
along with a respective repair plan. While airplanes with scribe lines
greater than 0.001 inch deep and less than 0.006 inch deep may be
eligible for the limited return to service (LRTS) program depending on
location, airplanes with scribe lines greater than 0.006 inch in any
location are not eligible for the LRTS program.
We disagree with Delta's request to extend the window for reporting
from 30 to 180 days. We find that 30 days after a completed inspection
is an appropriate amount of time to submit reporting requirements.
Request To Remove Inspection Requirement for Areas Without External
Features
JAL requests that we remove the inspection requirement for areas
without external features. JAL notes that Boeing Alert Service Bulletin
767-53A0193, Revision 1, dated April 9, 2009, requires inspections for
scribe lines where external features are installed. JAL states that it
has airplane configurations with antennas that were not installed. JAL
requests that we add ``if an antenna is not located in the position
described in the identification, no inspection for the skin at that
location is required,'' to the AD.
We partially agree with the commenter. Boeing Alert Service
Bulletin 767-53A0193, Revision 1, dated April 9, 2009, does not provide
instructions to address such anomalies in those areas. However, we
disagree that adding an exception to the AD is necessary because these
anomalies do not affect the majority of the fleet. JAL may address this
situation by requesting approval of an alternative method of compliance
(AMOC) according to the procedures in paragraph (l) of this AD.
[[Page 12672]]
We have not changed the AD in this regard.
Request To Change ``Exploratory Detailed Inspection'' to ``Detailed
Inspection''
JAL requests that we change the term ``exploratory detailed
inspection'' to ``detailed inspection'' because Boeing Alert Service
Bulletin 767-53A0193, Revision 1, dated April 9, 2009, does not define
``exploratory detailed inspection.''
We agree to change the term for the reason provided by the
commenter. We have revised paragraph (g) of the AD to reflect this
change.
Request To Remove Requirement to Return Airplanes To a ``Serviceable
Condition''
The ATA, on behalf of its member AA, requests that we remove the
requirement to return airplanes to a ``serviceable condition.'' AA
notes that Boeing Alert Service Bulletin 767-53A0193, Revision 1, dated
April 9, 2009, states ``put the airplane back into a serviceable
condition'' multiple times. AA requests that we revise the AD to
exclude this requirement because it does not address the unsafe
condition. Furthermore, AA states that most operators will accomplish
these inspections as part of a heavy maintenance visit, so returning
the airplane to a serviceable condition will occur well after the
inspections are complete.
We partially agree with the commenter's request. The airplanes may
not be in a ``serviceable'' condition immediately after addressing the
scribe line issue. However, we disagree that revising the AD is
necessary because the statement is designed to ensure that the airplane
is airworthy after all the required tasks have been completed and
before the next flight of the airplane. We have not revised the AD in
regard to this issue.
Request To Include Alternate Measurement Tools
The ATA, on behalf of its member AA, requests that we include
alternate measurement tools. AA notes that paragraph 2.F., ``Special
Tooling,'' of Boeing Alert Service Bulletin 767-53A0193, Revision 1,
dated April 9, 2009, lists several different optical micrometers and
laser measurement devices. AA requests that we revise the AD to include
provisions for using alternative equivalent measurement tools rather
than allowing only the specific models listed.
We disagree with the commenter's request to revise the AD to
include alternative measurement tools. Boeing Alert Service Bulletin
767-53A0193, Revision 1, dated April 9, 2009, specifies that no special
tooling is necessary to accomplish the specified actions, and it lists
standard tools that may be needed to measure scribe line depth. We have
not changed the AD in this regard.
Request To Change Compliance Time in the Service Bulletin
ANA requests that we change the requirement ``after the original
issue date of the service bulletin'' as it is written in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 767-53A0193,
Revision 1, dated April 9, 2009, to ``after the effective date of the
AD.''
We agree with the commenter that the effective date of the AD
should be the date used to determine compliance. Paragraph (h) of this
final rule states that where Boeing Alert Service Bulletin 767-53A0193,
Revision 1, dated April 9, 2009, specifies a compliance time after the
date on that service bulletin, this AD requires compliance within the
specified compliance time after the effective date of this AD. We have
not changed the AD in this regard.
Explanation of Change Made to This AD
Boeing Commercial Airplanes has received an Organization
Designation Authorization (ODA), which replaces their previous
designation as a Delegation Option Authorization (DOA) holder. We have
revised paragraph (l)(3) of this AD to delegate the authority to
approve an alternative method of compliance for any repair required by
this AD to the Boeing Commercial Airplanes ODA.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We also determined that
these changes will not increase the economic burden on any operator or
increase the scope of the AD.
Costs of Compliance
We estimate that this AD affects 367 airplanes of U.S. registry.
The following table provides the estimated costs for U.S. operators to
comply with this AD.
Table--Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Average Cost per U.S.-
Action Work hours labor rate Parts product registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspections.................................. 340 $80 None............................ $27,200 367 $9,982,400
--------------------------------------------------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
[[Page 12673]]
(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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2010-06-16 The Boeing Company: Amendment 39-16241. Docket No. FAA-
2009-0642; Directorate Identifier 2009-NM-001-AD.
Effective Date
(a) This airworthiness directive (AD) is effective April 21,
2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category, as
identified in Boeing Alert Service Bulletin 767-53A0193, Revision 1,
dated April 9, 2009.
Subject
(d) Air Transport Association (ATA) of America Code 53:
Fuselage.
Unsafe Condition
(e) This AD results from reports of scribe lines found at skin
lap joints, butt joints, around external repairs and antennas, and
at locations where external decals had been cut. We are issuing this
AD to detect and correct scribe lines, which can develop into
fatigue cracks in the skin and cause sudden decompression of the
airplane.
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.
Inspection
(g) At the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-53A0193,
Revision 1, dated April 9, 2009, except as provided in paragraph (h)
of this AD, do detailed inspections for scribe lines of skin lap
joints around external repairs and antennas, and at locations where
external decals might have been cut. Do all applicable related
investigative and corrective actions at the times specified in
Boeing Alert Service Bulletin 767-53A0193, Revision 1, dated April
9, 2009, by accomplishing all actions specified in the
Accomplishment Instructions of that service bulletin, except as
provided by paragraph (i) of this AD.
Note 1: The inspection exemptions noted in paragraph 1.E. of
Boeing Alert Service Bulletin 767-53A0193, Revision 1, dated April
9, 2009, apply to this AD.
Exceptions to Service Bulletin Specifications
(h) Where Boeing Alert Service Bulletin 767-53A0193, Revision 1,
dated April 9, 2009, specifies a compliance time after ``the
original issue date on this service bulletin,'' this AD requires
compliance within the specified compliance time after the effective
date of this AD.
(i) Where Boeing Alert Service Bulletin 767-53A0193, Revision 1,
dated April 9, 2009, specifies to contact Boeing for appropriate
action, accomplish applicable actions before further flight using a
method approved in accordance with the procedures specified in
paragraph (l) of this AD.
Report
(j) At the applicable time specified in paragraph (j)(1) or
(j)(2) of this AD: Submit a report of positive findings of scribe
lines deeper than 0.001 inch along with a repair plan found during
the inspections required by paragraph (g) of this AD. Operators may
use the reporting form contained in Appendixes B and C, as
applicable, of Boeing Alert Service Bulletin 767-53A0193, Revision
1, dated April 9, 2009. Send the report to Boeing Commercial
Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. The report
must contain, at a minimum, the inspection results, a description of
any discrepancies found, the airplane serial number, and the number
of flight cycles and flight hours on the airplane. Under the
provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.),
the Office of Management and Budget (OMB) has approved the
information collection requirements contained in this AD and has
assigned OMB Control Number 2120-0056.
(1) If the inspection was done on or after the effective date of
this AD: Submit the report within 30 days after the inspection.
(2) If the inspection was done before the effective date of this
AD: Submit the report within 30 days after the effective date of
this AD.
Credit for Actions Accomplished Previously
(k) Actions accomplished previously in accordance with Boeing
Alert Service Bulletin 767-53A0193, dated November 25, 2008, are
considered acceptable for compliance with the applicable actions
specified in this AD.
Alternative Methods of Compliance (AMOCs)
(l)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. 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. Or, e-mail information 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 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
(m) You must use Boeing Alert Service Bulletin 767-53A0193,
Revision 1, dated April 9, 2009, 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 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.
(4) 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.
[[Page 12674]]
Issued in Renton, Washington, on March 9, 2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-5670 Filed 3-16-10; 8:45 am]
BILLING CODE 4910-13-P
