Airworthiness Directives; The Boeing Company Model 767 Airplanes, 63172-63177 [2011-25618]

Download as PDF 63172 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations Bombardier Service Bulletin 8–52–58, Revision A, dated November 17, 2006; and Bombardier Service Bulletin 8–52–61, dated October 20, 2006; for related information. Material Incorporated by Reference (n) You must use the following service information to do the applicable actions required by this AD, unless the AD specifies otherwise. The Director of the Federal Register approved the incorporation by reference (IBR) under 5 U.S.C. 552(a) and 1 CFR Part 51 of the following service information on the date specified: (1) Bombardier Service Bulletin 8–52–58, Revision A, dated November 17, 2006, approved for IBR November 16, 2011; (2) Bombardier Service Bulletin 8–52–61, dated October 20, 2006, approved for IBR November 16, 2011; (3) Bombardier Service Bulletin 8–52–54, Revision A, dated November 5, 2004, approved for IBR July 18, 2006 (71 FR 34006, June 13, 2006). (4) For service information identified in this AD, contact Bombardier Inc., Q–Series Technical Help Desk, 123 Garratt Boulevard, Toronto, Ontario M3K 1Y5, Canada; telephone 416–375–4000; fax 416–375–4539; e-mail thd.qseries@aero.bombardier.com; Internet https://www.bombardier.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. (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. [FR Doc. 2011–25770 Filed 10–11–11; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 WREIER-aviles on DSK7SPTVN1PROD with RULES [Docket No. FAA–2010–0033; Directorate Identifier 2009–NM–099–AD; Amendment 39–16737; AD 2011–14–02] RIN 2120–AA64 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; phone: 206–544–5000, extension 1; fax: 206–766–5680; e-mail: me.boecom@boeing.com; Internet: https://www.myboeingfleet.com. ADDRESSES: You may examine the AD docket on the Internet at https:// www.regulations.gov; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (telephone 800–647–5527) is the Document Management Facility, U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Airworthiness Directives; The Boeing Company Model 767 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: 14:51 Oct 11, 2011 This AD becomes effective November 16, 2011. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of November 16, 2011. DATES: Examining the AD Docket Issued in Renton, Washington, on September 23, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. VerDate Mar<15>2010 The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 767 airplanes. The existing AD currently requires repetitive detailed and high frequency eddy current (HFEC) inspections of the station (STA) 1809.5 bulkhead for cracking, and corrective actions if necessary. This AD expands the inspection area to include the vertical inner chord at STA 1809.5. This AD results from reported fatigue cracking in the vertical inner chord and the forward outer chord while doing the detailed inspection of the horizontal inner chord at STA 1809.5. We are issuing this AD to detect and correct fatigue cracking in the bulkhead structure at STA 1809.5 and the vertical inner chord at STA 1809.5, which could result in failure of the bulkhead structure for carrying the flight loads of the horizontal stabilizer, and consequent loss of controllability of the airplane. SUMMARY: Jkt 226001 Berhane Alazar, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; phone: 425–917–6577; fax: 425–917– 6590; e-mail: Berhane.Alazar@faa.gov. SUPPLEMENTARY INFORMATION: PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 Discussion The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that supersedes AD 2006–24–04, Amendment 39–14833 (71 FR 68432, November 27, 2006). The existing AD applies to all Model 767 airplanes. That NPRM was published in the Federal Register on February 8, 2010 (75 FR 6154). That NPRM proposed to continue to require repetitive detailed and HFEC inspections of the STA 1809.5 bulkhead for cracking, and corrective actions if necessary. That NPRM also proposed to expand the inspection area to include the vertical inner chord at STA 1809.5. Comments We provided the public the opportunity to participate in the development of this AD. We have considered the comments that have been received on the NPRM (75 FR 6154, February 8, 2010). Support for the NPRM Continental Airlines (CAL) stated that it supports the intent of the NPRM (75 FR 6154, February 8, 2010). Request To Revise Paragraph (k)(1) of the NPRM Boeing requested that we revise the compliance time in paragraph (k)(1) of the NPRM (75 FR 6154, February 8, 2010) to state ‘‘whichever occurs later’’ rather than ‘‘whichever occurs first.’’ Boeing stated that a similar AD, AD 2006–24–04 (71 FR 68432, November 27, 2006) (the AD being superseded), provides a choice of the later of two compliance times. Boeing stated that changing the compliance time language in paragraph (k)(1) of the NPRM would make this AD consistent with AD 2006– 24–04. We agree with the request for the reasons provided by the commenter, and we have revised paragraph (k)(1) of this final rule accordingly. Request To Add Model 767–300BCF and 767–200SF Structural Repair Manuals (SRMs) To Clarify Terminating Action Boeing requested that we specify Model 767–300BCF and Model 767– 200SF SRMs in paragraphs (i) and (m) of the NPRM (75 FR 6154, February 8, 2010) to clarify the terminating action for converted Model 767–200 and –300 series airplanes. Boeing stated that some Model 767–300 airplanes have been converted to Model 767–300BCF airplanes, and some Model 767–200 airplanes have been converted to Model 767–200SF airplanes. Boeing stated that the Model 767–200SF and Model 767– E:\FR\FM\12OCR1.SGM 12OCR1 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations WREIER-aviles on DSK7SPTVN1PROD with RULES 300BCF SRMs differ from the Model 767–200 and Model 767–300 SRMs. We partially agree with the request. The Model 767–300BCF is unique and has its own SRM documents. We have added the Model 767–300BCF SRMs to paragraphs (i) and (j) of this final rule and table 1 of this final rule (table 1 follows paragraph (l) of this final rule; paragraph (l) of this final rule was referred to as paragraph (m) in the NPRM (75 FR 6154, February 8, 2010)). However, the Boeing Model 767– 200SF SRM does not include Subject 53–80–08, which is the subject referenced in paragraphs (i) and (l) of this AD; therefore, we have not changed the AD in regard to this model. The Model 767–200SF is unique and has its own SRM documents. After that material is developed, we will consider requests for approval of an alternative method of compliance (AMOC) under the provisions of paragraph (n) of this final rule. Request To Clarify and Revise Paragraph (h) of the NPRM CAL requested that we clarify the AMOC requirements of paragraph (h) of the NPRM (75 FR 6154, February 8, 2010). CAL asserted that paragraph 3.B. of the Accomplishment Instructions of Boeing Alert Service Bulletin 767– 53A0131, Revision 1, dated March 12, 2009, allows repair of the vertical inner chord in accordance with Repair 11 of Subject 53–80–08; therefore, the vertical inner chord needs to be added to paragraph (h) of the NPRM as an exclusion to the AMOC requirements. We agree with commenter’s request for the reasons provided. We have revised paragraph (h) of this AD to add the reference to the vertical inner chord, as requested by CAL. CAL also stated that for repairs or replacements of stringers and nonprincipal structural elements (PSE) parts (e.g., attach brackets, support clips, etc.), an AMOC should not be necessary. For instance, Parts 3 and 4 of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009, specify the detailed inspection of the structure surrounding the forward outer chord of the STA 1809.5 bulkhead, and the corresponding figures illustrate the inspection area, which encloses the stringers and attach fittings. As written, CAL stated that paragraph (h) of the NPRM (75 FR 6154, February 8, 2010) will prevent operators from making stringer repairs/replacements using ‘‘SRM 53–00–03’’ without first obtaining an AMOC. CAL stated further that replacing cracked clips and brackets using certain ‘‘Boeing drawings’’ should not require an AMOC. VerDate Mar<15>2010 14:51 Oct 11, 2011 Jkt 226001 CAL also requested that we revise paragraph (h) of the NPRM (75 FR 6154, February 8, 2010) to read as follows: ‘‘If any cracking is found in the skin or the STA 1809.5 bulkhead’s principal structural elements (PSE) other than the forward outer chord, horizontal inner chord, and vertical inner chord during any inspection required by paragraph (g) or (k) of this AD, and Boeing Service Bulletin 767–53A0131, dated March 30, 2006; or Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009; specifies to contact Boeing for appropriate action: Before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (n) of this AD. When replacing cracked parts per the Boeing drawings or repairing stringers per 767 SRM 53–00–03, approval in accordance with the procedures specified in paragraph (n) of this AD is not required.’’ We partially agree with the request to revise paragraph (h) of this final rule. In order for a method of compliance other than the method(s) provided by the AD to be used, that method must be approved under the provisions of paragraph (n) of this AD. It is crucial that the FAA and Boeing are aware of all repairs made to PSEs or surrounding structure, and that damage tolerance be performed on each repair to establish its effect on the fatigue life of the affected structure. In addition, we have determined that repairing/replacing the stringers in accordance with the SRM referenced by the commenter is an acceptable method of compliance for those specific requirements of paragraph (h) of this AD. We have revised paragraph (h) of this AD accordingly. However, we disagree with including references to ‘‘Boeing drawings’’ for replacing cracked clips and brackets. We must cite specific service information (with dates and revision levels) in our ADs and would need to have the applicable drawings submitted for review prior to including those drawings in an AD. Each operator may be using different Boeing drawings as reference for replacing cracked clips and brackets. In addition, we do not consider it appropriate to include various provisions in an AD applicable only to certain airplanes or to a single operator’s unique use of an affected airplane. Individual operators may request approval of an AMOC, provided sufficient data are submitted to substantiate such a request. PO 00000 Frm 00025 Fmt 4700 Sfmt 4700 63173 Request To Clarify the Requirements of Paragraph (l) of the NPRM ABX requested clarification as to why paragraph (l) of the NPRM (75 FR 6154, February 8, 2010) is included. ABX stated that the NPRM specifies the limits in each applicable paragraph, and that the NPRM does not refer to paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009. ABX stated that the inclusion of paragraph (l) of the NPRM leads one to believe that somewhere in the NPRM other limits are hidden. We agree to provide clarification. We have determined that paragraph (l) of the NPRM (75 FR 6154, February 8, 2010) was included unnecessarily because the NPRM did not refer to paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009. Therefore, we have removed that paragraph and other references to it from this final rule. Request To Revise Note 1 of the NPRM ABX requested that we revise Note 1 of the NPRM (75 FR 6154, February 8, 2010) from ‘‘Guidance on modifying a vertical inner chord * * *’’ to ‘‘Approved methods on modifying a vertical inner chord * * *’’ ABX stated that Table 1 of the NPRM lists service information that provides guidance on modifying a vertical inner chord. ABX noted that this service information does not appear to be approved by the Manager of the Seattle Aircraft Certification Office (ACO). ABX stated that it believes that this service information should be approved for terminating action for the condition of no cracking found during the most recent detailed and HFEC inspections. ABX noted that the modification, with the removal of the damaged area, is approved as a terminating action when the cracks are found. ABX stated that it believes that the modification should also be approved when no cracks are found. We partially agree. We agree that accomplishing the terminating modification specified in Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009, terminates the applicable inspections for airplanes on which cracking is found and those on which cracking is not found. We have removed Note 1 of the NPRM (75 FR 6154, February 8, 2010) from the final rule and, instead, have revised paragraph (l) of the final rule to incorporate the information in Note 1 to specify that the optional terminating modification may also be done in E:\FR\FM\12OCR1.SGM 12OCR1 63174 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations accordance with the applicable Boeing 767 SRM. In addition, paragraph (m) of this final rule specifies that if any cracking is found during any modification done in accordance with paragraph (l) of this AD, and the applicable Boeing 767 SRM specifies to contact Boeing for appropriate action, the cracking must be repaired in accordance with a method approved by the Manager of the Seattle Aircraft Certification Office. We also note that the SRM is an FAA-approved document. Explanation of Additional Changes to This AD steps of the applicable SRM identified in table 1 of this AD. We have also reformatted paragraphs (i) and (l) of this final rule to differentiate the methods of compliance, and added new Note 1 and Note 2 to this final rule to explain the reformatting changes. We have revised the references to the SRM in the following locations to accurately identify Subject 53–80–08, Fuselage Bulkheads—Section 48: Paragraphs (i)(2)(i) through (i)(2)(v), (i)(3), (i)(4)(i) through (i)(4)(v), (i)(5), (j), and (l)(1) of this AD. Conclusion We have added a new table 1 to this final rule to provide the applicable, current SRMs; we have re-identified subsequent tables accordingly. We have changed paragraphs (i) and (l) of this final rule to specify specific We have carefully reviewed the available data, including the comments that have been received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We have determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD. Explanation of Change to Costs of Compliance Since issuance of the NPRM (75 FR 6154, February 8, 2010), we have increased the labor rate used in the Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of Compliance information, below, reflects this increase in the specified hourly labor rate. Costs of Compliance There are about 975 airplanes of the affected design in the worldwide fleet. The following table provides the estimated costs for U.S. operators to comply with this AD. ESTIMATED COSTS Work hours Action Repetitive inspections of STA 1809.5 (required by AD 2006–24–04 (71 FR 68432, November 27, 2006)). Inspection of inner chord (new action) ......... WREIER-aviles on DSK7SPTVN1PROD with RULES 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, VerDate Mar<15>2010 14:51 Oct 11, 2011 Jkt 226001 Average labor rate per hour Parts Cost per airplane Number of U.S.registered airplanes Fleet cost 12 $85 None ........ $1,020 per inspection cycle. 354 $361,080 per inspection cycle. 2 85 None ........ $170 per inspection cycle. 354 $60,180 per inspection cycle. or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866; (2) Is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and (3) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. We prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket. See the ADDRESSES section for a location to examine the regulatory evaluation. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Frm 00026 Fmt 4700 Sfmt 4700 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The Federal Aviation Administration (FAA) amends § 39.13 by removing Amendment 39–14833 (71 FR 68432, November 27, 2006) and by adding the following new airworthiness directive (AD): ■ 2011–14–02 The Boeing Company: Amendment 39–16737. Docket No. FAA–2010–0033; Directorate Identifier 2009–NM–099–AD. Effective Date (a) This AD becomes effective November 16, 2011. Affected ADs (b) This AD supersedes AD 2006–24–04, Amendment 39–14833, (71 FR 68432, November 27, 2006). Applicability Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PO 00000 PART 39—AIRWORTHINESS DIRECTIVES (c) This AD applies to all The Boeing Company Model 767–200, –300, –300F, and –400ER series airplanes, certificated in any category. E:\FR\FM\12OCR1.SGM 12OCR1 63175 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations Subject (d) Air Transport Association (ATA) of America Code 53: Fuselage. Unsafe Condition (e) This AD results from reported fatigue cracking in the vertical inner chord and the forward outer chord while doing the detailed inspection of the horizontal inner chord at STA 1809.5. The Federal Aviation Administration is issuing this AD to detect and correct fatigue cracking in the bulkhead structure at STA 1809.5 and the vertical inner chord at STA 1809.5, which could result in failure of the bulkhead structure for carrying the flight loads of the horizontal stabilizer, and consequent loss of controllability 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. Restatement of Requirements of AD 2006– 24–04 (71 FR 68432, November 27, 2006), With Updated Service Information Repetitive Inspections and Corrective Actions (g) Before the accumulation of 15,000 total flight cycles, or within 3,000 flight cycles after January 2, 2007 (the effective date of AD 2006–24–04 (71 FR 68432, November 27, 2006)), whichever is later: Do the detailed and high frequency eddy current (HFEC) inspections for cracking as specified in Parts 1, 2, 3, and 4 of the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0131, dated March 30, 2006; or Revision 1, dated March 12, 2009; and do all corrective actions before further flight; by accomplishing all the actions specified in the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0131, dated March 30, 2006; or Revision 1, dated March 12, 2009; except as provided by paragraph (h) of this AD. After the effective date of this AD, use only Boeing Alert Service Bulletin 767– 53A0131, Revision 1, dated March 12, 2009. Repeat the inspections thereafter at intervals not to exceed 6,000 flight cycles. Accomplishing the corrective action for the inspections specified in Part 1, 2, 3, or 4, as applicable, of Boeing Alert Service Bulletin 767–53A0131, dated March 30, 2006; or Revision 1, dated March 12, 2009; as applicable; terminates the repetitive inspections for that area only. Exceptions to Service Bulletin (h) If any cracking is found in the skin or in any structure other than the forward outer chord, horizontal inner chord, or vertical inner chord during any inspection required by paragraph (g) or (k) of this AD, and Boeing Alert Service Bulletin 767–53A0131, dated March 30, 2006; or Revision 1, dated March 12, 2009; specifies to contact Boeing for appropriate action: Before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (n) of this AD; except that repairing or replacing stringers in accordance with Subject 53–00–03—Fuselage Stringers, of the applicable SRM identified in table 1 of this AD is an acceptable method of compliance for those specific actions required by this AD. Optional Terminating Action for the Repetitive Inspections Required by Paragraph (g) of This AD (i) For airplanes on which no cracking is found during the most recent detailed and HFEC inspections for a specified area as required by paragraph (g) of this AD: Paragraphs (i)(1) through (i)(5) of this AD provide optional terminating action for the repetitive inspections required by paragraph (g) of this AD for the specified area only. (1) Modification of a specified area in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, terminates the repetitive inspections required by paragraph (g) of this AD for that area only. (2) Modification of a forward outer chord in accordance with the procedures specified in paragraphs (i)(2)(i) through (i)(2)(v) of this AD, as applicable, terminates the repetitive inspections required by paragraph (g) of this AD for that area only. (i) For Model 767–200 series airplanes: Steps 4.A through 4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads— Section 48, of the Boeing 767–200 Structural Repair Manual (SRM), Document D634T201. (ii) For Model 767–300 series airplanes: Steps 4.A through 4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads— Section 48, of the Boeing 767–300 SRM, Document D634T210. (iii) For Model 767–300F series airplanes: Steps 4.A through 4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads— Section 48, of the Boeing 767–300F SRM, Document D634T215. (iv) For Model 767–300BCF series airplanes: Steps 4.A through 4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads—Section 48, of the Boeing 767– 300BCF SRM, D634T235. (v) For Model 767–400 series airplanes: Steps 4.A through 4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads— Section 48, of the Boeing 767–400 SRM, Document D634T225. (3) Modification of a forward outer chord in accordance with Steps 4.A through 4.C and 4.G through 4.P of Repair 9 of Subject 53–80–08, Fuselage Bulkheads—Section 48, of the applicable SRM identified in table 1 of this AD also terminates the repetitive inspections required by paragraph (g) of this AD for that area. (4) Modification of a horizontal inner chord in accordance with the procedures specified in paragraphs (i)(4)(i) through (i)(4)(v) of this AD, as applicable, terminates the repetitive inspections required by paragraph (g) of this AD for that area. (i) For Model 767–200 series airplanes: Steps 4.A, 4.B, and 4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53–80– 08, Fuselage Bulkheads—Section 48, of the Boeing 767–200 SRM, Document D634T201. (ii) For Model 767–300 series airplanes: Steps 4.A, 4.B, and 4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53–80– 08, Fuselage Bulkheads—Section 48, of the Boeing 767–300 SRM, Document D634T210. (iii) For Model 767–300F series airplanes: Steps 4.A, 4.B, and 4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53–80– 08, Fuselage Bulkheads—Section 48, of the Boeing 767–300F SRM, Document D634T215. (iv) For Model 767–300BCF series airplanes: Steps 4.A, 4.B, and 4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads—Section 48, of the Boeing 767–300BCF SRM, Document D634T235. (v) For Model 767–400 series airplanes: Steps 4.A, 4.B, and 4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53–80– 08, Fuselage Bulkheads—Section 48, of the Boeing 767–400 SRM, Document D634T225. (5) Modification of a horizontal inner chord in accordance with Steps 4.A, 4.B, and 4.F through 4.P of Repair 10 of Subject 53– 80–08, Fuselage Bulkheads—Section 48, of the applicable SRM identified in Table 1 of this AD also terminates the repetitive inspections required by paragraph (g) of this AD for that area. TABLE 1—REVISED SRMS WREIER-aviles on DSK7SPTVN1PROD with RULES SRM Boeing Boeing Boeing Boeing Boeing Revision 767–200 SRM, Document D634T201 ................................................................................................ 767–300 SRM, Document D634T210 ................................................................................................ 767–300F SRM, Document D634T215 .............................................................................................. 767–300BCF SRM, Document D634T235 ......................................................................................... 767–400 SRM, Document D634T225 ................................................................................................ VerDate Mar<15>2010 14:51 Oct 11, 2011 Jkt 226001 PO 00000 Frm 00027 Fmt 4700 Sfmt 4700 E:\FR\FM\12OCR1.SGM 105 85 49 9 32 12OCR1 Date December December December December December 15, 15, 15, 15, 15, 2010. 2010. 2010. 2010. 2010. 63176 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations Note 1: We have reformatted paragraph (i) of this AD to differentiate the methods of compliance specified in that paragraph. Credit for Previously Accomplished Repairs (j) Repair of a forward outer chord done before January 2, 2007, in accordance with Repair 9, dated April 15, 2006, of Subject 53– 80–08, Fuselage Bulkheads—Section 48, of the Boeing 767–200 SRM, Document D634T201; Boeing 767–300 SRM, Document D634T210; Boeing 767–300F SRM, Document D634T215; Boeing 767–300BCF SRM, D634T235; or Boeing 767–400 SRM, Document D634T225; as applicable; is acceptable for compliance with the requirements of paragraph (g) of this AD for that area only. Repair of a horizontal inner chord before January 2, 2007, in accordance with Repair 10, dated April 15, 2006, of Subject 53–80–08, Fuselage Bulkheads— Section 48, of the Boeing 767–200 SRM, Document D634T201; Boeing 767–300 SRM, Document D634T210; Boeing 767–300F SRM, Document D634T215; Boeing 767–300BCF SRM, Document D634T235; or Boeing 767– 400 SRM, Document D634T225; as applicable; is acceptable for compliance with the terminating requirements of paragraph (g) of this AD for that area only. New Requirements of This AD (2) Within 30 days after the effective date of this AD. Inspections (k) At the later of the times specified in paragraphs (k)(1) and (k)(2) of this AD: Do the detailed and HFEC inspections for cracking as specified in Parts 5 and 6 of the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009; and do all applicable corrective actions by accomplishing all the actions specified in the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009; except as provided by paragraph (h) of this AD. Do all applicable corrective actions before further flight. Repeat the inspections thereafter at intervals not to exceed 6,000 flight cycles. Accomplishing the corrective action for the inspections specified in Part 5 or 6 of the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0131, Revision 1, dated March 12, 2009, as applicable, terminates the repetitive inspections for that area only. (1) Before the accumulation of 15,000 total flight cycles or within 6,000 flight cycles after the inspection required by paragraph (g) of this AD, whichever occurs later. Optional Terminating Action for the Repetitive Inspections Required by Paragraph (k) of This AD (l) For airplanes on which no cracking is found during the most recent detailed and HFEC inspections for a specified area, as required by paragraph (k) of this AD: Paragraphs (l)(1) and (l)(2) of this AD provide optional terminating action for the repetitive inspections required by paragraph (k) of this AD for that area only. After the effective date of this AD, only the applicable SRM identified in table 1 of this AD or a method approved by the Manager, Seattle ACO, may be used. (1) Modify the specified area in accordance with Steps 4.A through 4.C and 4.G through 4.Q of Repair 11 of Subject 53–80–08, Fuselage Bulkheads—Section 48, of the applicable SRM identified in table 1 or table 2 of this AD, except as provided by paragraph (m) of this AD. (2) Modify the specified area in accordance with a method approved by the Manager, Seattle ACO. TABLE 2—PREVIOUS SRMS Steps— Dated— 4.A through 4.C and 4.G through 11 of Subject 53–80–08. 4.A through 4.C and 4.G through 11 of Subject 53–80–08. 4.A through 4.C and 4.G through 11 of Subject 53–80–08. 4.A through 4.C and 4.G through 11 of Subject 53–80–08. 4.A through 4.C and 4.G through 11 of Subject 53–80–08. Of— 4.Q of Repair August 15, 2008 ............................................... Boeing 767–200 SRM, Document D634T201. 4.Q of Repair August 15, 2008 ............................................... Boeing 767–300 SRM, Document D634T210. 4.Q of Repair August 15, 2008 ............................................... 4.Q of Repair August 15, 2008 ............................................... 4.Q of Repair August 15, 2008 ............................................... Boeing 767–300F SRM, Document D634T215. Boeing 767–300BCF SRM, Document D634T235. Boeing 767–400 SRM, Document D634T225. Note 2: We have reformatted paragraph (l) of this AD to differentiate the methods of compliance specified in that paragraph. WREIER-aviles on DSK7SPTVN1PROD with RULES Exception to SRM Modification Specified in Paragraph (l) of This AD (m) If, during accomplishment of any modification in accordance with paragraph (l) of this AD, any cracking is found and the applicable SRM referenced in paragraph (l) of this AD specifies to contact Boeing for appropriate action: Before further flight, repair the cracking in accordance with a method approved by the Manager, Seattle ACO. 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. Alternative Methods of Compliance (AMOCs) (n)(1) The Manager, Seattle ACO, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the VerDate Mar<15>2010 14:51 Oct 11, 2011 Jkt 226001 attention of the person identified in the Related Information section of this AD. Or, e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD, if it is approved by 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. (4) AMOCs approved previously in accordance with AD 2006–24–04 (71 FR 68432, November 27, 2006) are approved as AMOCs for the corresponding provisions of this AD. Material Incorporated by Reference (o) You must use the service information specified in paragraph (o)(1) of this AD to do the actions required by this AD, unless the PO 00000 Frm 00028 Fmt 4700 Sfmt 4700 AD specifies otherwise. If you accomplish the optional actions specified by this AD, you must use the service information specified in paragraph (o)(2) of this AD to perform those actions, unless the AD specifies otherwise. The Director of the Federal Register approved the incorporation by reference (IBR) under 5 U.S.C. 552(a) and 1 CFR part 51 of the following service information on November 16, 2011: (1) Boeing Alert Service Bulletin 767– 53A0131, Revision 1, dated March 12, 2009. (2) Subject 53–00–03, Fuselage Stringers, of Chapter 53, Fuselage; or Subject 53–80–08, Fuselage Bulkheads—Section 48, Repair 9— Station 1809.5 Bulkhead—Forward Outer Chord Repair Between S–4 to S–8, Repair 10—Station 1809.5 Bulkhead—Horizontal Inner Chord Repair at Approximately WL 257 and BL 28, or Repair 11—Station 1809.5 Bulkhead—Vertical Inner Chord Repair at Approximately WL 256 and BL 30, as applicable, of Chapter 53, Fuselage; as applicable; of the applicable Structural Repair Manual (SRM) specified in paragraphs (o)(2)(i) through (o)(2)(v) of this AD. (i) Boeing 767–200 SRM, Document D634T201, Revision 105, dated December 15, 2010. Only the transmittal letter, dated E:\FR\FM\12OCR1.SGM 12OCR1 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations December 15, 2010, of this document contains the revision level of the document. (ii) Boeing 767–300 SRM, Document D634T210, Revision 85, dated December 15, 2010. Only page 1 of the transmittal letter, dated December 15, 2010, of this document contains the revision level of the document. (iii) Boeing 767–300F SRM, Document D634T215, Revision 49, dated December 15, 2010. Only page 1 of the transmittal letter, dated December 15, 2010, of this document contains the revision level of the document. (iv) Boeing 767–300BCF SRM, Document D634T235, Revision 9, dated December 15, 2010. Only page 1 of the transmittal letter, dated December 15, 2010, of this document contains the revision level of the document. (v) Boeing 767–400 SRM, Document D634T225, Revision 32, dated December 15, 2010. Only page 1 of the transmittal letter, dated December 15, 2010, of this document contains the revision level of the document. (3) 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. (4) You may review copies of the service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227–1221. (5) You may also review copies of the service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https://www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington, on September 23, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2011–0389; Directorate Identifier 2007–NM–189–AD; Amendment 39–16769; AD 2011–17–05] WREIER-aviles on DSK7SPTVN1PROD with RULES RIN 2120–AA64 Airworthiness Directives; Airbus Model A300 B2–1C, A300 B2–203, A300 B2K– 3C, A300–B4–103, A300 B4–203, and A300 B4–2C Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. VerDate Mar<15>2010 14:51 Oct 11, 2011 Jkt 226001 * * * [C]racks * * * in sections 13 to 18 of the fuselage between rivets of longitudinal lap joints between frames 18 and 80 which could affect the structural integrity of the fuselage if not corrected. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective November 16, 2011. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of November 16, 2011. ADDRESSES: You may examine the AD docket on the Internet at https:// www.regulations.gov or in person at the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC. Dan Rodina, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 227–2125; fax (425) 227–1149. SUPPLEMENTARY INFORMATION: FOR FURTHER INFORMATION CONTACT: Discussion [FR Doc. 2011–25618 Filed 10–11–11; 8:45 am] AGENCY: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: SUMMARY: We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM was published in the Federal Register on May 10, 2011 (76 FR 26962), and proposed to supersede AD 90–01– 10, Amendment 39–6448 (55 FR 261, January 4, 1990). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: This Airworthiness Directive (AD) is issued in order to prevent cracks development in sections 13 to 18 of the fuselage between rivets of longitudinal lap joints between frames 18 and 80 which could affect the structural integrity of the fuselage if not corrected. This new AD: —Retains the requirements of DGAC AD 1989–061–092(B)R4 [which corresponds to FAA AD 90–01–10 (55 FR 261, January 4, 1990)], which is cancelled; —Takes into account a new inspection program as detailed in AIRBUS Service PO 00000 Frm 00029 Fmt 4700 Sfmt 4700 63177 Bulletins (SB) A300–53–0211 Revision 7, which will allow A300 aircraft to reach the Limit of Validity (LOV). This AD has been republished to correctly refer to SB A300–53–0211 in Note 2 of the Compliance section. The inspection program consists of repetitive detailed inspections for disbonding and cracking of the fuselage inner doubler; eddy current and ultrasonic inspections of the fuselage longitudinal lap joints for cracking; and repair if necessary (i.e., repairing any cracking or disbonding, or contacting Airbus for repair instructions and doing the repair). You may obtain further information by examining the MCAI in the AD docket. Comments We gave the public the opportunity to participate in developing this AD. We received no comments on the NPRM (76 FR 26962, May 10, 2011) or on the determination of the cost to the public. Clarification of Service Bulletin References Paragraphs (h)(1) and (j)(1) of the NPRM (76 FR 26962, May 10, 2011) refer to Airbus Mandatory Service Bulletin A300–53–0211 as the service information for airplanes on which an inspection of the longitudinal lap joints has been done. For clarity, we have revised the paragraphs to refer to the latest service bulletin revision and, therefore, we have revised paragraphs (h)(1) and (j)(1) of this AD to refer to Airbus Mandatory Service Bulletin A300–53–0211, Revision 07, dated December 1, 2006. Paragraphs (l)(1), (1)(2), (m)(1), (m)(2), (n)(1), (n)(2), (o)(1), and (o)(2) of the NPRM (76 FR 26962, May 10, 2011) refer to Airbus Service Bulletin A300– 53–229 for the definition of ‘‘major’’ and ‘‘minor’’ disbonding. For clarity, we have revised the paragraphs to refer to the latest service bulletin revision and, therefore, we have revised paragraphs (l)(1), (1)(2), (m)(1), (m)(2), (n)(1), (n)(2), (o)(1), and (o)(2) of this AD to refer to Airbus Service Bulletin A300–53–229, Revision 5, dated April 8, 1997. Conclusion We reviewed the available data and determined that air safety and the public interest require adopting the AD with the changes described previously. We determined that these changes will not increase the economic burden on any operator or increase the scope of the AD. E:\FR\FM\12OCR1.SGM 12OCR1

Agencies

[Federal Register Volume 76, Number 197 (Wednesday, October 12, 2011)]
[Rules and Regulations]
[Pages 63172-63177]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-25618]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0033; Directorate Identifier 2009-NM-099-AD;
Amendment 39-16737; AD 2011-14-02]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Model 767 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive
(AD) that applies to all Model 767 airplanes. The existing AD currently
requires repetitive detailed and high frequency eddy current (HFEC)
inspections of the station (STA) 1809.5 bulkhead for cracking, and
corrective actions if necessary. This AD expands the inspection area to
include the vertical inner chord at STA 1809.5. This AD results from
reported fatigue cracking in the vertical inner chord and the forward
outer chord while doing the detailed inspection of the horizontal inner
chord at STA 1809.5. We are issuing this AD to detect and correct
fatigue cracking in the bulkhead structure at STA 1809.5 and the
vertical inner chord at STA 1809.5, which could result in failure of
the bulkhead structure for carrying the flight loads of the horizontal
stabilizer, and consequent loss of controllability of the airplane.

DATES: This AD becomes effective November 16, 2011.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of November 16,
2011.

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; phone: 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 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, Airframe Branch, ANM-
120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue,
SW., Renton, Washington 98057-3356; phone: 425-917-6577; fax: 425-917-
6590; e-mail: Berhane.Alazar@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2006-24-04, Amendment
39-14833 (71 FR 68432, November 27, 2006). The existing AD applies to
all Model 767 airplanes. That NPRM was published in the Federal
Register on February 8, 2010 (75 FR 6154). That NPRM proposed to
continue to require repetitive detailed and HFEC inspections of the STA
1809.5 bulkhead for cracking, and corrective actions if necessary. That
NPRM also proposed to expand the inspection area to include the
vertical inner chord at STA 1809.5.

Comments

We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM (75 FR 6154, February 8, 2010).

Support for the NPRM

Continental Airlines (CAL) stated that it supports the intent of
the NPRM (75 FR 6154, February 8, 2010).

Request To Revise Paragraph (k)(1) of the NPRM

Boeing requested that we revise the compliance time in paragraph
(k)(1) of the NPRM (75 FR 6154, February 8, 2010) to state ``whichever
occurs later'' rather than ``whichever occurs first.'' Boeing stated
that a similar AD, AD 2006-24-04 (71 FR 68432, November 27, 2006) (the
AD being superseded), provides a choice of the later of two compliance
times. Boeing stated that changing the compliance time language in
paragraph (k)(1) of the NPRM would make this AD consistent with AD
2006-24-04.
We agree with the request for the reasons provided by the
commenter, and we have revised paragraph (k)(1) of this final rule
accordingly.

Request To Add Model 767-300BCF and 767-200SF Structural Repair Manuals
(SRMs) To Clarify Terminating Action

Boeing requested that we specify Model 767-300BCF and Model 767-
200SF SRMs in paragraphs (i) and (m) of the NPRM (75 FR 6154, February
8, 2010) to clarify the terminating action for converted Model 767-200
and -300 series airplanes. Boeing stated that some Model 767-300
airplanes have been converted to Model 767-300BCF airplanes, and some
Model 767-200 airplanes have been converted to Model 767-200SF
airplanes. Boeing stated that the Model 767-200SF and Model 767-

[[Page 63173]]

300BCF SRMs differ from the Model 767-200 and Model 767-300 SRMs.
We partially agree with the request. The Model 767-300BCF is unique
and has its own SRM documents. We have added the Model 767-300BCF SRMs
to paragraphs (i) and (j) of this final rule and table 1 of this final
rule (table 1 follows paragraph (l) of this final rule; paragraph (l)
of this final rule was referred to as paragraph (m) in the NPRM (75 FR
6154, February 8, 2010)).
However, the Boeing Model 767-200SF SRM does not include Subject
53-80-08, which is the subject referenced in paragraphs (i) and (l) of
this AD; therefore, we have not changed the AD in regard to this model.
The Model 767-200SF is unique and has its own SRM documents. After that
material is developed, we will consider requests for approval of an
alternative method of compliance (AMOC) under the provisions of
paragraph (n) of this final rule.

Request To Clarify and Revise Paragraph (h) of the NPRM

CAL requested that we clarify the AMOC requirements of paragraph
(h) of the NPRM (75 FR 6154, February 8, 2010). CAL asserted that
paragraph 3.B. of the Accomplishment Instructions of Boeing Alert
Service Bulletin 767-53A0131, Revision 1, dated March 12, 2009, allows
repair of the vertical inner chord in accordance with Repair 11 of
Subject 53-80-08; therefore, the vertical inner chord needs to be added
to paragraph (h) of the NPRM as an exclusion to the AMOC requirements.
We agree with commenter's request for the reasons provided. We have
revised paragraph (h) of this AD to add the reference to the vertical
inner chord, as requested by CAL.
CAL also stated that for repairs or replacements of stringers and
non-principal structural elements (PSE) parts (e.g., attach brackets,
support clips, etc.), an AMOC should not be necessary. For instance,
Parts 3 and 4 of Boeing Alert Service Bulletin 767-53A0131, Revision 1,
dated March 12, 2009, specify the detailed inspection of the structure
surrounding the forward outer chord of the STA 1809.5 bulkhead, and the
corresponding figures illustrate the inspection area, which encloses
the stringers and attach fittings. As written, CAL stated that
paragraph (h) of the NPRM (75 FR 6154, February 8, 2010) will prevent
operators from making stringer repairs/replacements using ``SRM 53-00-
03'' without first obtaining an AMOC. CAL stated further that replacing
cracked clips and brackets using certain ``Boeing drawings'' should not
require an AMOC.
CAL also requested that we revise paragraph (h) of the NPRM (75 FR
6154, February 8, 2010) to read as follows: ``If any cracking is found
in the skin or the STA 1809.5 bulkhead's principal structural elements
(PSE) other than the forward outer chord, horizontal inner chord, and
vertical inner chord during any inspection required by paragraph (g) or
(k) of this AD, and Boeing Service Bulletin 767-53A0131, dated March
30, 2006; or Boeing Alert Service Bulletin 767-53A0131, Revision 1,
dated March 12, 2009; specifies to contact Boeing for appropriate
action: Before further flight, repair the cracking using a method
approved in accordance with the procedures specified in paragraph (n)
of this AD. When replacing cracked parts per the Boeing drawings or
repairing stringers per 767 SRM 53-00-03, approval in accordance with
the procedures specified in paragraph (n) of this AD is not required.''
We partially agree with the request to revise paragraph (h) of this
final rule. In order for a method of compliance other than the
method(s) provided by the AD to be used, that method must be approved
under the provisions of paragraph (n) of this AD. It is crucial that
the FAA and Boeing are aware of all repairs made to PSEs or surrounding
structure, and that damage tolerance be performed on each repair to
establish its effect on the fatigue life of the affected structure.
In addition, we have determined that repairing/replacing the
stringers in accordance with the SRM referenced by the commenter is an
acceptable method of compliance for those specific requirements of
paragraph (h) of this AD. We have revised paragraph (h) of this AD
accordingly.
However, we disagree with including references to ``Boeing
drawings'' for replacing cracked clips and brackets. We must cite
specific service information (with dates and revision levels) in our
ADs and would need to have the applicable drawings submitted for review
prior to including those drawings in an AD. Each operator may be using
different Boeing drawings as reference for replacing cracked clips and
brackets. In addition, we do not consider it appropriate to include
various provisions in an AD applicable only to certain airplanes or to
a single operator's unique use of an affected airplane. Individual
operators may request approval of an AMOC, provided sufficient data are
submitted to substantiate such a request.

Request To Clarify the Requirements of Paragraph (l) of the NPRM

ABX requested clarification as to why paragraph (l) of the NPRM (75
FR 6154, February 8, 2010) is included. ABX stated that the NPRM
specifies the limits in each applicable paragraph, and that the NPRM
does not refer to paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 767-53A0131, Revision 1, dated March 12, 2009. ABX
stated that the inclusion of paragraph (l) of the NPRM leads one to
believe that somewhere in the NPRM other limits are hidden.
We agree to provide clarification. We have determined that
paragraph (l) of the NPRM (75 FR 6154, February 8, 2010) was included
unnecessarily because the NPRM did not refer to paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-53A0131, Revision
1, dated March 12, 2009. Therefore, we have removed that paragraph and
other references to it from this final rule.

Request To Revise Note 1 of the NPRM

ABX requested that we revise Note 1 of the NPRM (75 FR 6154,
February 8, 2010) from ``Guidance on modifying a vertical inner chord *
* *'' to ``Approved methods on modifying a vertical inner chord * * *''
ABX stated that Table 1 of the NPRM lists service information that
provides guidance on modifying a vertical inner chord. ABX noted that
this service information does not appear to be approved by the Manager
of the Seattle Aircraft Certification Office (ACO). ABX stated that it
believes that this service information should be approved for
terminating action for the condition of no cracking found during the
most recent detailed and HFEC inspections. ABX noted that the
modification, with the removal of the damaged area, is approved as a
terminating action when the cracks are found. ABX stated that it
believes that the modification should also be approved when no cracks
are found.
We partially agree. We agree that accomplishing the terminating
modification specified in Boeing Alert Service Bulletin 767-53A0131,
Revision 1, dated March 12, 2009, terminates the applicable inspections
for airplanes on which cracking is found and those on which cracking is
not found. We have removed Note 1 of the NPRM (75 FR 6154, February 8,
2010) from the final rule and, instead, have revised paragraph (l) of
the final rule to incorporate the information in Note 1 to specify that
the optional terminating modification may also be done in

[[Page 63174]]

accordance with the applicable Boeing 767 SRM. In addition, paragraph
(m) of this final rule specifies that if any cracking is found during
any modification done in accordance with paragraph (l) of this AD, and
the applicable Boeing 767 SRM specifies to contact Boeing for
appropriate action, the cracking must be repaired in accordance with a
method approved by the Manager of the Seattle Aircraft Certification
Office. We also note that the SRM is an FAA-approved document.

Explanation of Additional Changes to This AD

We have added a new table 1 to this final rule to provide the
applicable, current SRMs; we have re-identified subsequent tables
accordingly.
We have changed paragraphs (i) and (l) of this final rule to
specify specific steps of the applicable SRM identified in table 1 of
this AD. We have also reformatted paragraphs (i) and (l) of this final
rule to differentiate the methods of compliance, and added new Note 1
and Note 2 to this final rule to explain the reformatting changes.
We have revised the references to the SRM in the following
locations to accurately identify Subject 53-80-08, Fuselage Bulkheads--
Section 48: Paragraphs (i)(2)(i) through (i)(2)(v), (i)(3), (i)(4)(i)
through (i)(4)(v), (i)(5), (j), and (l)(1) of this AD.

Conclusion

We have carefully reviewed the available data, including the
comments that have been received, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.

Explanation of Change to Costs of Compliance

Since issuance of the NPRM (75 FR 6154, February 8, 2010), we have
increased the labor rate used in the Costs of Compliance from $80 per
work-hour to $85 per work-hour. The Costs of Compliance information,
below, reflects this increase in the specified hourly labor rate.

Costs of Compliance

There are about 975 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this AD.

Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Work Average U.S.-
Action hours labor rate Parts Cost per airplane registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Repetitive inspections of STA 1809.5 12 $85 None..................... $1,020 per inspection 354 $361,080 per inspection
(required by AD 2006-24-04 (71 FR cycle. cycle.
68432, November 27, 2006)).
Inspection of inner chord (new action) 2 85 None..................... $170 per inspection cycle 354 $60,180 per inspection
cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.

Regulatory Findings

We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. See the ADDRESSES
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec. 39.13 [Amended]

0
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing Amendment 39-14833 (71 FR 68432, November 27, 2006) and by
adding the following new airworthiness directive (AD):

2011-14-02 The Boeing Company: Amendment 39-16737. Docket No. FAA-
2010-0033; Directorate Identifier 2009-NM-099-AD.

Effective Date

(a) This AD becomes effective November 16, 2011.

Affected ADs

(b) This AD supersedes AD 2006-24-04, Amendment 39-14833, (71 FR
68432, November 27, 2006).

Applicability

(c) This AD applies to all The Boeing Company Model 767-200, -
300, -300F, and -400ER series airplanes, certificated in any
category.

[[Page 63175]]

Subject

(d) Air Transport Association (ATA) of America Code 53:
Fuselage.

Unsafe Condition

(e) This AD results from reported fatigue cracking in the
vertical inner chord and the forward outer chord while doing the
detailed inspection of the horizontal inner chord at STA 1809.5. The
Federal Aviation Administration is issuing this AD to detect and
correct fatigue cracking in the bulkhead structure at STA 1809.5 and
the vertical inner chord at STA 1809.5, which could result in
failure of the bulkhead structure for carrying the flight loads of
the horizontal stabilizer, and consequent loss of controllability 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.

Restatement of Requirements of AD 2006-24-04 (71 FR 68432, November 27,
2006), With Updated Service Information

Repetitive Inspections and Corrective Actions

(g) Before the accumulation of 15,000 total flight cycles, or
within 3,000 flight cycles after January 2, 2007 (the effective date
of AD 2006-24-04 (71 FR 68432, November 27, 2006)), whichever is
later: Do the detailed and high frequency eddy current (HFEC)
inspections for cracking as specified in Parts 1, 2, 3, and 4 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
53A0131, dated March 30, 2006; or Revision 1, dated March 12, 2009;
and do all corrective actions before further flight; by
accomplishing all the actions specified in the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-53A0131, dated
March 30, 2006; or Revision 1, dated March 12, 2009; except as
provided by paragraph (h) of this AD. After the effective date of
this AD, use only Boeing Alert Service Bulletin 767-53A0131,
Revision 1, dated March 12, 2009. Repeat the inspections thereafter
at intervals not to exceed 6,000 flight cycles. Accomplishing the
corrective action for the inspections specified in Part 1, 2, 3, or
4, as applicable, of Boeing Alert Service Bulletin 767-53A0131,
dated March 30, 2006; or Revision 1, dated March 12, 2009; as
applicable; terminates the repetitive inspections for that area
only.

Exceptions to Service Bulletin

(h) If any cracking is found in the skin or in any structure
other than the forward outer chord, horizontal inner chord, or
vertical inner chord during any inspection required by paragraph (g)
or (k) of this AD, and Boeing Alert Service Bulletin 767-53A0131,
dated March 30, 2006; or Revision 1, dated March 12, 2009; specifies
to contact Boeing for appropriate action: Before further flight,
repair the cracking using a method approved in accordance with the
procedures specified in paragraph (n) of this AD; except that
repairing or replacing stringers in accordance with Subject 53-00-
03--Fuselage Stringers, of the applicable SRM identified in table 1
of this AD is an acceptable method of compliance for those specific
actions required by this AD.

Optional Terminating Action for the Repetitive Inspections Required by
Paragraph (g) of This AD

(i) For airplanes on which no cracking is found during the most
recent detailed and HFEC inspections for a specified area as
required by paragraph (g) of this AD: Paragraphs (i)(1) through
(i)(5) of this AD provide optional terminating action for the
repetitive inspections required by paragraph (g) of this AD for the
specified area only.
(1) Modification of a specified area in accordance with a method
approved by the Manager, Seattle Aircraft Certification Office
(ACO), FAA, terminates the repetitive inspections required by
paragraph (g) of this AD for that area only.
(2) Modification of a forward outer chord in accordance with the
procedures specified in paragraphs (i)(2)(i) through (i)(2)(v) of
this AD, as applicable, terminates the repetitive inspections
required by paragraph (g) of this AD for that area only.
(i) For Model 767-200 series airplanes: Steps 4.A through 4.C
and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of
Subject 53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-
200 Structural Repair Manual (SRM), Document D634T201.
(ii) For Model 767-300 series airplanes: Steps 4.A through 4.C
and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of
Subject 53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-
300 SRM, Document D634T210.
(iii) For Model 767-300F series airplanes: Steps 4.A through 4.C
and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of
Subject 53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-
300F SRM, Document D634T215.
(iv) For Model 767-300BCF series airplanes: Steps 4.A through
4.C and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of
Subject 53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-
300BCF SRM, D634T235.
(v) For Model 767-400 series airplanes: Steps 4.A through 4.C
and Steps 4.G through 4.P of Repair 9, dated April 15, 2006, of
Subject 53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-
400 SRM, Document D634T225.
(3) Modification of a forward outer chord in accordance with
Steps 4.A through 4.C and 4.G through 4.P of Repair 9 of Subject 53-
80-08, Fuselage Bulkheads--Section 48, of the applicable SRM
identified in table 1 of this AD also terminates the repetitive
inspections required by paragraph (g) of this AD for that area.
(4) Modification of a horizontal inner chord in accordance with
the procedures specified in paragraphs (i)(4)(i) through (i)(4)(v)
of this AD, as applicable, terminates the repetitive inspections
required by paragraph (g) of this AD for that area.
(i) For Model 767-200 series airplanes: Steps 4.A, 4.B, and 4.F
through 4.P of Repair 10, dated April 15, 2006, of Subject 53-80-08,
Fuselage Bulkheads--Section 48, of the Boeing 767-200 SRM, Document
D634T201.
(ii) For Model 767-300 series airplanes: Steps 4.A, 4.B, and 4.F
through 4.P of Repair 10, dated April 15, 2006, of Subject 53-80-08,
Fuselage Bulkheads--Section 48, of the Boeing 767-300 SRM, Document
D634T210.
(iii) For Model 767-300F series airplanes: Steps 4.A, 4.B, and
4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53-
80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-300F SRM,
Document D634T215.
(iv) For Model 767-300BCF series airplanes: Steps 4.A, 4.B, and
4.F through 4.P of Repair 10, dated April 15, 2006, of Subject 53-
80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-300BCF SRM,
Document D634T235.
(v) For Model 767-400 series airplanes: Steps 4.A, 4.B, and 4.F
through 4.P of Repair 10, dated April 15, 2006, of Subject 53-80-08,
Fuselage Bulkheads--Section 48, of the Boeing 767-400 SRM, Document
D634T225.
(5) Modification of a horizontal inner chord in accordance with
Steps 4.A, 4.B, and 4.F through 4.P of Repair 10 of Subject 53-80-
08, Fuselage Bulkheads--Section 48, of the applicable SRM identified
in Table 1 of this AD also terminates the repetitive inspections
required by paragraph (g) of this AD for that area.

Table 1--Revised SRMs
------------------------------------------------------------------------
SRM Revision Date
------------------------------------------------------------------------
Boeing 767-200 SRM, Document 105 December 15, 2010.
D634T201.
Boeing 767-300 SRM, Document 85 December 15, 2010.
D634T210.
Boeing 767-300F SRM, Document 49 December 15, 2010.
D634T215.
Boeing 767-300BCF SRM, 9 December 15, 2010.
Document D634T235.
Boeing 767-400 SRM, Document 32 December 15, 2010.
D634T225.
------------------------------------------------------------------------

[[Page 63176]]

Note 1: We have reformatted paragraph (i) of this AD to
differentiate the methods of compliance specified in that paragraph.

Credit for Previously Accomplished Repairs

(j) Repair of a forward outer chord done before January 2, 2007,
in accordance with Repair 9, dated April 15, 2006, of Subject 53-80-
08, Fuselage Bulkheads--Section 48, of the Boeing 767-200 SRM,
Document D634T201; Boeing 767-300 SRM, Document D634T210; Boeing
767-300F SRM, Document D634T215; Boeing 767-300BCF SRM, D634T235; or
Boeing 767-400 SRM, Document D634T225; as applicable; is acceptable
for compliance with the requirements of paragraph (g) of this AD for
that area only. Repair of a horizontal inner chord before January 2,
2007, in accordance with Repair 10, dated April 15, 2006, of Subject
53-80-08, Fuselage Bulkheads--Section 48, of the Boeing 767-200 SRM,
Document D634T201; Boeing 767-300 SRM, Document D634T210; Boeing
767-300F SRM, Document D634T215; Boeing 767-300BCF SRM, Document
D634T235; or Boeing 767-400 SRM, Document D634T225; as applicable;
is acceptable for compliance with the terminating requirements of
paragraph (g) of this AD for that area only.

New Requirements of This AD

Inspections

(k) At the later of the times specified in paragraphs (k)(1) and
(k)(2) of this AD: Do the detailed and HFEC inspections for cracking
as specified in Parts 5 and 6 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 767-53A0131, Revision 1, dated March
12, 2009; and do all applicable corrective actions by accomplishing
all the actions specified in the Accomplishment Instructions of
Boeing Alert Service Bulletin 767-53A0131, Revision 1, dated March
12, 2009; except as provided by paragraph (h) of this AD. Do all
applicable corrective actions before further flight. Repeat the
inspections thereafter at intervals not to exceed 6,000 flight
cycles. Accomplishing the corrective action for the inspections
specified in Part 5 or 6 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 767-53A0131, Revision 1, dated March
12, 2009, as applicable, terminates the repetitive inspections for
that area only.
(1) Before the accumulation of 15,000 total flight cycles or
within 6,000 flight cycles after the inspection required by
paragraph (g) of this AD, whichever occurs later.
(2) Within 30 days after the effective date of this AD.

Optional Terminating Action for the Repetitive Inspections Required by
Paragraph (k) of This AD

(l) For airplanes on which no cracking is found during the most
recent detailed and HFEC inspections for a specified area, as
required by paragraph (k) of this AD: Paragraphs (l)(1) and (l)(2)
of this AD provide optional terminating action for the repetitive
inspections required by paragraph (k) of this AD for that area only.
After the effective date of this AD, only the applicable SRM
identified in table 1 of this AD or a method approved by the
Manager, Seattle ACO, may be used.
(1) Modify the specified area in accordance with Steps 4.A
through 4.C and 4.G through 4.Q of Repair 11 of Subject 53-80-08,
Fuselage Bulkheads--Section 48, of the applicable SRM identified in
table 1 or table 2 of this AD, except as provided by paragraph (m)
of this AD.
(2) Modify the specified area in accordance with a method
approved by the Manager, Seattle ACO.

Table 2--Previous SRMs
------------------------------------------------------------------------
Steps-- Dated-- Of--
------------------------------------------------------------------------
4.A through 4.C and 4.G August 15, 2008..... Boeing 767-200 SRM,
through 4.Q of Repair 11 of Document D634T201.
Subject 53-80-08.
4.A through 4.C and 4.G August 15, 2008..... Boeing 767-300 SRM,
through 4.Q of Repair 11 of Document D634T210.
Subject 53-80-08.
4.A through 4.C and 4.G August 15, 2008..... Boeing 767-300F SRM,
through 4.Q of Repair 11 of Document D634T215.
Subject 53-80-08.
4.A through 4.C and 4.G August 15, 2008..... Boeing 767-300BCF
through 4.Q of Repair 11 of SRM, Document
Subject 53-80-08. D634T235.
4.A through 4.C and 4.G August 15, 2008..... Boeing 767-400 SRM,
through 4.Q of Repair 11 of Document D634T225.
Subject 53-80-08.
------------------------------------------------------------------------

Note 2: We have reformatted paragraph (l) of this AD to
differentiate the methods of compliance specified in that paragraph.

Exception to SRM Modification Specified in Paragraph (l) of This AD

(m) If, during accomplishment of any modification in accordance
with paragraph (l) of this AD, any cracking is found and the
applicable SRM referenced in paragraph (l) of this AD specifies to
contact Boeing for appropriate action: Before further flight, repair
the cracking in accordance with a method approved by the Manager,
Seattle ACO. 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.

Alternative Methods of Compliance (AMOCs)

(n)(1) The Manager, Seattle ACO, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the manager of the
ACO, send it to the attention of the person identified in the
Related Information section of this AD. Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by 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.
(4) AMOCs approved previously in accordance with AD 2006-24-04
(71 FR 68432, November 27, 2006) are approved as AMOCs for the
corresponding provisions of this AD.

Material Incorporated by Reference

(o) You must use the service information specified in paragraph
(o)(1) of this AD 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 paragraph (o)(2) of this AD to perform those actions, unless the
AD specifies otherwise. The Director of the Federal Register
approved the incorporation by reference (IBR) under 5 U.S.C. 552(a)
and 1 CFR part 51 of the following service information on November
16, 2011:
(1) Boeing Alert Service Bulletin 767-53A0131, Revision 1, dated
March 12, 2009.
(2) Subject 53-00-03, Fuselage Stringers, of Chapter 53,
Fuselage; or Subject 53-80-08, Fuselage Bulkheads--Section 48,
Repair 9--Station 1809.5 Bulkhead--Forward Outer Chord Repair
Between S-4 to S-8, Repair 10--Station 1809.5 Bulkhead--Horizontal
Inner Chord Repair at Approximately WL 257 and BL 28, or Repair 11--
Station 1809.5 Bulkhead--Vertical Inner Chord Repair at
Approximately WL 256 and BL 30, as applicable, of Chapter 53,
Fuselage; as applicable; of the applicable Structural Repair Manual
(SRM) specified in paragraphs (o)(2)(i) through (o)(2)(v) of this
AD.
(i) Boeing 767-200 SRM, Document D634T201, Revision 105, dated
December 15, 2010. Only the transmittal letter, dated

[[Page 63177]]

December 15, 2010, of this document contains the revision level of
the document.
(ii) Boeing 767-300 SRM, Document D634T210, Revision 85, dated
December 15, 2010. Only page 1 of the transmittal letter, dated
December 15, 2010, of this document contains the revision level of
the document.
(iii) Boeing 767-300F SRM, Document D634T215, Revision 49, dated
December 15, 2010. Only page 1 of the transmittal letter, dated
December 15, 2010, of this document contains the revision level of
the document.
(iv) Boeing 767-300BCF SRM, Document D634T235, Revision 9, dated
December 15, 2010. Only page 1 of the transmittal letter, dated
December 15, 2010, of this document contains the revision level of
the document.
(v) Boeing 767-400 SRM, Document D634T225, Revision 32, dated
December 15, 2010. Only page 1 of the transmittal letter, dated
December 15, 2010, of this document contains the revision level of
the document.
(3) 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.
(4) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221.
(5) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

Issued in Renton, Washington, on September 23, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-25618 Filed 10-11-11; 8:45 am]
BILLING CODE 4910-13-P

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