Airworthiness Directives; The Boeing Company Model 767-200, -300, -300F, and -400ER Series Airplanes, 26663-26667 [2012-10570]

Download as PDF Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations Dated: April 27, 2012. Lisa M. Wilusz, Director. [FR Doc. 2012–10745 Filed 5–4–12; 8:45 am] BILLING CODE 3410–TX–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2011–0044; Directorate Identifier 2010–NM–059–AD; Amendment 39–17039; AD 2012–09–04] Examining the AD Docket RIN 2120–AA64 Airworthiness Directives; The Boeing Company Model 767–200, –300, –300F, and –400ER Series Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: We are superseding an existing airworthiness directive (AD) that applies to The Boeing Company Model 767–200, –300, and –300F series airplanes. That AD currently requires inspections to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station 955 and the skin; and follow-on and corrective actions. This new AD expands the applicability; and adds an inspection for cracking in the fail-safe strap, and repair or replacement if necessary. This AD was prompted by additional reports of cracks in 51 failsafe straps on 41 airplanes; we have also received a report of a crack found in the ‘‘T’’ fitting that connects the fail-safe strap to the outboard edge of the pressure deck. We are issuing this AD to detect and correct fatigue cracking or corrosion of the fail-safe straps and the ‘‘T’’ fittings, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage. DATES: This AD is effective June 11, 2012. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of June 11, 2012. The Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD as of November 1, 2004 (69 FR 57636, September 27, 2004, as referenced in 70 FR 58000, October 5, 2005). mstockstill on DSK4VPTVN1PROD with RULES SUMMARY: For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data ADDRESSES: VerDate Mar<15>2010 16:50 May 04, 2012 Jkt 226001 & Services Management, P.O. Box 3707, MC 2H–65, Seattle, Washington 98124– 2207; telephone 206–544–5000, extension 1, fax 206–766–5680; email 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 98057–3356. For information on the availability of this material at the FAA, call 425–227–1221. 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 (phone: 800–647–5527) is 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, 1601 Lind Avenue SW., Renton, Washington 98057–3356; phone: 425– 917–6577; fax: 425–917–6590; email: berhane.alazar@faa.gov. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to supersede AD 2004–19–06 R1, amendment 39–14313 (70 FR 58000, October 5, 2005). That AD applies to The Boeing Company Model 767–200, –300, and –300F series airplanes. The NPRM published in the Federal Register on February 24, 2011 (76 FR 10288). That NPRM proposed to continue to require inspections to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station 955 and the skin; and follow-on and corrective actions. That NPRM also proposed to expand the applicability, and add an inspection for cracking in the fail-safe strap, and repair or replacement if necessary. Comments We gave the public the opportunity to participate in developing this AD. The following presents the comments PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 26663 received on the proposal and the FAA’s response to each comment. Request To Add Airplanes to Applicability Aviation Partners Boeing (APB) asked that we include airplanes in the NPRM (76 FR 10288, February 24, 2011) that have been modified with winglets, in accordance with Supplemental Type Certificate (STC) ST01920SE. APB stated that it completed an analysis of Boeing Alert Service Bulletin 767– 53A0100, Revision 2, dated January 15, 2010, and determined that the defined rework limits are valid when winglets are installed. APB added that including these airplanes will reduce the effort to support requests for alternative methods of compliance (AMOCs) to the NPRM. We acknowledge APB’s request to include airplanes modified with winglets in accordance with the referenced STC in the applicability of this AD. We received an analysis package from APB which verifies that the compliance information included in Boeing Alert Service Bulletin 767– 53A0100, Revision 2, dated January 15, 2010, is adequate to provide an acceptable level of safety for airplanes equipped with those winglets. Those airplanes are listed in the effectivity section of Revision 2 of this service bulletin, which is identified in the applicability section of this AD. We have not changed the AD in this regard. However, since the referenced STC does not affect accomplishment of the requirements of this AD, we have clarified that an AMOC is not necessary for these airplanes by adding this provision in new Note 1 to paragraph (c) of this AD. We have also reidentified subsequent notes. Request To Change Supplementary Information Section of NPRM Boeing noted that in the Supplementary Information section of the NPRM (76 FR 10288, February 24, 2011), there is an error under ‘‘Actions Since Existing AD Was Issued.’’ Boeing asked for a correction to the ‘‘flight cycles’’ data in the sentence ‘‘Fail-safe straps were repaired on 33 airplanes with total accumulated flight cycles ranging from 39,886 to 89,236.’’ Boeing stated that the correct flight cycles range is ‘‘9,250 to 38,490,’’ and the correct flight hours range is ‘‘39,886 to 89,236,’’ as published in Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010. We agree with Boeing that there is an error in the number of flight cycles specified under ‘‘Actions Since Existing AD Was Issued;’’ the correct number of flight cycles was inadvertently omitted E:\FR\FM\07MYR1.SGM 07MYR1 26664 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations from the NPRM (76 FR 10288, February 24, 2011). However, since that section of the preamble does not reappear in the final rule, no change to the AD has been made in this regard. Request To Change the Unsafe Condition Boeing asked that we enhance the clarity of the unsafe condition that is given as the reason for issuing the NPRM (76 FR 10288, February 24, 2011) because the ‘‘T’’ fittings should not be included in the unsafe condition. Boeing noted that the proposed actions are for detecting and repairing corrosion or cracking of the fail-safe straps. Boeing added that inspections of the ‘‘T’’ fitting were added to Revision 2, dated January 15, 2010, of Boeing Alert Service Bulletin 767–53A0100, so that a removed/kept ‘‘T’’ fitting would be installed in a condition that contains no detectable damage around the three fastener holes that connect to the failsafe strap. Boeing stated that the inspections are intended only to increase damage detection prior to installation of a kept ‘‘T’’ fitting. We agree that emphasizing the failsafe strap is the main issue in this AD; however, we do not agree that the unsafe condition should be changed to remove the reference to the ‘‘T’’ fittings. Some ‘‘T’’ fitting cracks have been reported since issuance of the existing AD, as noted in Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010; therefore, the ‘‘T’’ fitting is part of the unsafe condition. We have not changed this AD in this regard. mstockstill on DSK4VPTVN1PROD with RULES Request To Change Paragraph (k) of This AD Continental Airlines (CAL) asked that we change paragraph (k) of the NPRM (76 FR 10288, February 24, 2011) to include contacting Boeing with corrosion damage details to obtain further repair instructions and/or approval. CAL stated that paragraph (k) of the NPRM requires that the corrosion on the fail-safe straps be repaired in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010. CAL added that paragraph 3.B.7 of the Accomplishment Instructions specifies that if corrosion is found on the fail-safe straps, it should be removed as given in Chapter 51–10– 02 of the Boeing 767 Structural Repair Manual (SRM). CAL noted that it did not find any information pertaining to the fail-safe straps when reviewing the SRM for the correct rework limits. CAL VerDate Mar<15>2010 16:50 May 04, 2012 Jkt 226001 believes the corrosion removal instructions are incomplete. We agree that corrosion removal instructions specified in Chapter 51–10–02 of the SRM do not specifically identify how to blend out corrosion on the fail-safe straps. That chapter contains general procedures for repairing corrosion (which apply to the fail-safe straps), which include inspection, repair, and rework limits but does not contain specific procedures for removing corrosion from fail-safe straps. We have received Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012. That revision removes the reference to the SRM in Step 3.B.7., and instead specifies to contact Boeing for repair instructions. Therefore we have revised paragraph (k) of this AD to specify that where Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, specifies to contact Boeing for repair, this AD requires repair using a method approved in accordance with paragraph (o) of this AD. Boeing Service Bulletin 767– 53A0100, Revision 3, dated February 6, 2012, also adds notes and revised steps to provide flexibility and revised figures to correct errors. These changes include revising a Standard Operating Practices Manual (SOPM) reference to specify SOPM 20–20–00, adding a fastener code to Figure 28 that was omitted, and revising cable identification labels in Figures 32 and 34. We have revised this AD to refer to Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, as the appropriate source of service information for accomplishing the required actions. We have added Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010, to paragraph (n) of this AD to give credit for doing actions before the effective date of this AD, using that revision. Request To Change Certain References in the Service Information CAL asked that certain references in Boeing Alert Service Bulletin 767– 53A0100, Revision 2, dated January 15, 2010, be changed, as follows: CAL stated that the use of the procedures in the Standard Wiring Practices Manual, Section 20–20–00, should be allowed for the resistance check of bonding fasteners during the panel installation. CAL stated that the standard operating manual reference specified in the resistance check of bonding fasteners during the panel installation does not provide the maximum resistance value. CAL noted that Figure 28 of the Accomplishment Instructions of Boeing PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010, which identifies Fastener Code ‘‘B,’’ is missing from the top corner of the panel. CAL also noted that the circle control numbers identified in Figures 32 and 34 of the Accomplishment Instructions of Boeing Alert Service Bulletin 767– 53A0100, Revision 2, dated January 15, 2010, do not match the aileron control cables and work instructions. CAL stated that the control cable turnbuckle body station locations are reversed. We acknowledge the commenter’s concerns regarding the referenced figures and SOPM. The actions specified in the SOPM and those figures are only referred to in the service bulletin for optional guidance. As stated previously, Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, corrects these errors. We have made no change to the AD in this regard. Explanation of Additional Changes Made to This AD We have made the following changes to this AD: • Revised certain headers throughout this AD. • Redesignated Note 2 of the NPRM (76 FR 10288, February 24, 2011) as paragraph (g)(3) in this AD, and redesignated subsequent notes accordingly. • Revised the heading for and wording of paragraph (n) of this AD; this change has not changed the intent of that paragraph. 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— and minor editorial changes. We have determined that these minor changes: • Are consistent with the intent that was proposed in the NPRM (76 FR 10288, February 24, 2011) for correcting the unsafe condition; and • Do not add any additional burden upon the public than was already proposed in the NPRM (76 FR 10288, February 24, 2011). 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 will affect 390 airplanes of U.S. registry. We estimate the following costs to comply with this AD: E:\FR\FM\07MYR1.SGM 07MYR1 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 26665 ESTIMATED COSTS Parts cost Action Labor cost Inspection for Model 767–200, –300, and –300F airplanes (retained actions from AD 2004-19–06 R1, Amendment 39-14313 (70 FR 58000, October 5, 2005)). New inspections for all airplanes (new action). Cost on U.S. operators $0 $170 per inspection cycle. $60,180 per inspection cycle. 0 2 work-hours × $85 per hour = $170 per inspection cycle. Cost per product $170 per inspection cycle. $66,300 per inspection cycle. 2 work-hours × $85 per hour = $170 per inspection cycle. We estimate the following costs to do any necessary repairs/replacements that would be required based on the results of the inspection. We have no way of determining the number of aircraft that might need these repairs/replacements: ON-CONDITION COSTS Action Labor cost Repair or replacement, Groups 1–7, 10, and 11 airplanes. Repair or replacement, Groups 8 and 9 airplanes. 295 work-hours × $85 per hour = $25,075 ........... 297 work hours × $85 per hour = $25,245 ........... 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. Between $9,054 and $15,837. Between $32,593 and $32,727. (3) Will not affect intrastate aviation in Alaska, and (4) 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. 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. Regulatory Findings mstockstill on DSK4VPTVN1PROD with RULES Parts cost § 39.13 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), ■ VerDate Mar<15>2010 16:50 May 04, 2012 Jkt 226001 [Amended] 2. The FAA amends § 39.13 by removing airworthiness directive (AD) 2004–19–06 R1, Amendment 39–14313 (70 FR 58000, October 5, 2005), and adding the following new AD: 2012–09–04 The Boeing Company: Amendment 39–17039; Docket No. FAA–2011–0044; Directorate Identifier 2010–NM–059–AD. (a) Effective Date This AD is effective June 11, 2012. (b) Affected ADs This AD supersedes AD 2004–19–06 R1, Amendment 39–14313 (70 FR 58000, October 5, 2005). PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 Cost per product Between $34,129 and $40,912. Between $57,838 and $57,972. (c) Applicability This AD applies to Model 767–200, –300, –300F, and –400ER series airplanes, certificated in any category; as identified in Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012. Note 1 to paragraph (c) of this AD: Supplemental Type Certificate (STC) ST01920SE (https://rgl.faa.gov/ Regulatory_and_Guidance_Library/rgstc.nsf/ 0/082838ee177dbf62862576a4005cdfc0/ $FILE/ST01920SE.pdf) does not affect the ability to accomplish the actions required by this AD. Therefore, for airplanes on which STC ST01920SE is installed, a ‘‘change in product’’ alternative method of compliance (AMOC) approval request is not necessary to comply with the requirements of 14 CFR 39.17. For all other AMOC requests, the operator must request approval for an AMOC according to paragraph (o) of this AD. (d) Subject Joint Aircraft System Component (JASC)/ Air Transport Association (ATA) of America Code 53, Fuselage. (e) Unsafe Condition This AD was prompted by additional reports of cracks in 51 fail-safe straps on 41 airplanes; we have also received a report of a crack found in the ‘‘T’’ fitting that connects the fail-safe strap to the outboard edge of the pressure deck. We are issuing this AD to detect and correct fatigue cracking or corrosion of the fail-safe straps and the ‘‘T’’ fittings, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage. (f) Compliance Comply with this AD within the compliance times specified, unless already done. E:\FR\FM\07MYR1.SGM 07MYR1 26666 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations Main Landing Gear (MLG) doors’’ instead of ‘‘Open Main Landing Green (MLG) doors.’’ (g) Retained Inspections and Follow-on/ Corrective Actions With New Service Information mstockstill on DSK4VPTVN1PROD with RULES These inspection requirements are retained from AD 2004–19–06 R1, Amendment 39– 14313 (70 FR 58000, October 5, 2005). For Model 767–200, –300, and –300F series airplanes having line numbers 1 through 931 inclusive: Except as provided by paragraph (h) of this AD, prior to the accumulation of 15,000 total flight cycles, or within 3,000 flight cycles after November 1, 2004 (the effective date of AD 2004–19–06 R1, Amendment 39–14313, 70 FR 58000, October 5, 2005), whichever occurs later, perform a detailed inspection and eddy current inspection to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station (BS) 955 and the skin, per Figure 2 of the Accomplishment Instructions of Boeing Alert Service Bulletin 767–53A0100, dated September 26, 2002; Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010; or Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012. As of the effective date of this AD, use only Boeing Alert Service Bulletin 767– 53A0100, Revision 3, dated February 6, 2012. Doing the inspections required by paragraph (i) of this AD terminates the requirements of this paragraph. (1) If no crack or corrosion is found, repeat the inspections thereafter at intervals not to exceed 6,000 flight cycles or 36 months, whichever occurs first, until paragraph (i) of this AD is done. (2) If any crack or corrosion is found, before further flight, repair per a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA; or using a method approved in accordance with paragraph (o) of this AD. (3) For the purposes of this AD, a detailed inspection is: ‘‘An intensive examination of a specific item, installation, or assembly to detect damage, failure, or irregularity. Available lighting is normally supplemented with a direct source of good lighting at an intensity deemed appropriate. Inspection aids such as mirror, magnifying lenses, etc., may be necessary. Surface cleaning and elaborate procedures may be required.’’ (h) Retained Inspections and Follow-on/ Corrective Actions These inspection requirements are retained from AD 2004–19–06 R1, Amendment 39– 14313 (70 FR 58000, October 5, 2005). For airplanes identified in paragraph (g) of this AD on which the fail-safe strap has been replaced before November 1, 2004: Do the actions required by paragraph (g) of this AD within 12,000 flight cycles after accomplishing the replacement. Note 2 to paragraph (h) of this AD: Steps 2 and 8 of the Work Instructions of Boeing Alert Service Bulletin 767–53A0100, dated September 26, 2002, refer incorrectly to Boeing 767 Airplane Maintenance Manual (AMM) 32–00–20 for guidance on opening the MLG doors; the correct reference is Boeing 767 AMM 32–00–15, which is referred to in steps 3 and 7 of the Work Instructions. Step 2 also should state ‘‘Open VerDate Mar<15>2010 16:50 May 04, 2012 Jkt 226001 (i) New Repetitive Detailed and Eddy Current Inspections Prior to the accumulation of 15,000 total flight cycles, or within 3,000 flight cycles after the effective date of this AD, whichever occurs later: Perform detailed and eddy current inspections to detect cracking and/or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at BS 955 and the skin, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012. If no crack or corrosion is found, repeat the inspections thereafter at intervals not to exceed 6,000 flight cycles or 36 months, whichever occurs first. Accomplishing the actions required by this paragraph ends the requirements of paragraphs (g) and (g)(1) of this AD. (j) New Repetitive Ultrasonic Inspections Prior to the accumulation of 15,000 total flight cycles, or within 3,000 flight cycles after the effective date of this AD, whichever occurs later: Do an ultrasonic inspection of the fail-safe strap for cracking, and all applicable related investigative actions, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 767– 53A0100, Revision 3, dated February 6, 2012. Do all applicable related investigative actions before further flight. If no crack is found, repeat the inspection thereafter at intervals not to exceed 6,000 flight cycles or 36 months, whichever occurs first. (k) New Corrective Actions If any corrosion is found during any inspection required by paragraph (i) of this AD: Before further flight, repair the corrosion, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012; except where Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, specifies to contact Boeing for repair, before further flight, repair using a method approved in accordance with paragraph (o) of this AD. (l) New Corrective Actions If any crack is found during any inspection required by paragraph (i) or (j) of this AD: Before further flight, repair in accordance with the Accomplishment Instructions of Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012; except where Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, specifies to contact Boeing for appropriate action, before further flight, repair using a method approved in accordance with the procedures specified in paragraph (o) of this AD. Accomplishing the fail-safe strap trim repair in accordance with Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, ends the repetitive inspections required by paragraphs (i) and (j) of this AD only on the side of the airplane where the repair was done. Replacing the fail-safe strap with a replacement strap that has the revised edge configuration in accordance with Boeing Service Bulletin 767–53A0100, PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 Revision 3, dated February 6, 2012, ends the repetitive inspections required by paragraphs (i) and (j) of this AD only on the side of the airplane where the replacement was done. (m) New Post-Replacement Inspections For any replacement strap that does not have a revised edge configuration, as specified in Boeing Service Bulletin 767– 53A0100, Revision 3, dated February 6, 2012: Within 12,000 flight cycles after doing the replacement, accomplish the inspections required by paragraphs (i) and (j) of this AD. Repeat the inspections thereafter at intervals not to exceed 6,000 flight cycles or 36 months, whichever occurs first. Replacing the fail-safe strap with a replacement strap that has the revised edge configuration in accordance with Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, ends the repetitive inspections required by paragraphs (i) and (j) of this AD only on the side of the airplane where the replacement was done. (n) New Credit for Previous Actions This paragraph provides credit for actions required by paragraphs (g) through (m) of this AD, if those actions were performed before the effective date of this AD using Boeing Alert Service Bulletin 767–53A0100, Revision 1, dated August 11, 2006; or Boeing Alert Service Bulletin 767–53A0100, Revision 2, dated January 15, 2010. (o) Alternative Methods of Compliance (AMOCs) (1) The Manager, Seattle ACO, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. 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. Information may be emailed to: 9-ANMSeattle-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 14 CFR 25.571, Amendment 45, and the approval must specifically refer to this AD. (4) AMOCs approved for AD 2004–19–06, Amendment 39–13800 (69 FR 57636, September 27, 2004); and AD 2004–19–06 R1, Amendment 39–14313 (70 FR 58000, October 5, 2005); are approved as AMOCs for paragraphs (g) and (h) of this AD, as applicable. (p) Related Information For more information about this AD, contact Berhane Alazar, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle E:\FR\FM\07MYR1.SGM 07MYR1 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations ACO, 1601 Lind Avenue SW., Renton, Washington 98057–3356; phone: (425) 917– 6577; fax: (425) 917–6590; email: berhane.alazar@faa.gov. (q) Material Incorporated by Reference (1) You must use the following service information to do the 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. (i) Boeing Service Bulletin 767–53A0100, Revision 3, dated February 6, 2012, approved for IBR June 11, 2012. (ii) Boeing Alert Service Bulletin 767– 53A0100, Revision 2, dated January 15, 2010, approved for IBR June 11, 2012. (iii) Boeing Alert Service Bulletin 767– 53A0100, dated September 26, 2002; approved for IBR November 1, 2004 (69 FR 57636, September 27, 2004, as referenced in 70 FR 58000, October 5, 2005). (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; email me.boecom@boeing.com; Internet https://www.myboeingfleet.com. (3) 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. (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/ cfr/ibr_locations.html. Issued in Renton, Washington on April 23, 2012. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2012–10570 Filed 5–4–12; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 97 mstockstill on DSK4VPTVN1PROD with RULES [Docket No. 30840; Amdt. No. 3477] Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures; Miscellaneous Amendments This rule establishes, amends, suspends, or revokes Standard SUMMARY: 16:50 May 04, 2012 This rule is effective May 7, 2012. The compliance date for each SIAP, associated Takeoff Minimums, and ODP is specified in the amendatory provisions. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of May 7, 2012. DATES: Availability of matter incorporated by reference in the amendment is as follows: For Examination— 1. FAA Rules Docket, FAA Headquarters Building, 800 Independence Avenue SW., Washington, DC 20591; 2. The FAA Regional Office of the region in which the affected airport is located; 3. The National Flight Procedures Office, 6500 South MacArthur Blvd., Oklahoma City, OK 73169 or, 4. The National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https://www.archives.gov/ federal_register/ code_of_federal_regulations/ ibr_locations.html. Availability—All SIAPs are available online free of charge. Visit nfdc.faa.gov to register. Additionally, individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA– 200), FAA Headquarters Building, 800 Independence Avenue SW., Washington, DC 20591; or 2. The FAA Regional Office of the region in which the affected airport is located. ADDRESSES: FOR FURTHER INFORMATION CONTACT: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: VerDate Mar<15>2010 Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports. Jkt 226001 Richard A. Dunham III, Flight Procedure Standards Branch (AFS–420) Flight Technologies and Programs Division, Flight Standards Service, Federal Aviation Administration, Mike PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 26667 Monroney Aeronautical Center, 6500 South MacArthur Blvd., Oklahoma City, OK 73169 (Mail Address: P.O. Box 25082, Oklahoma City, OK 73125) telephone: (405) 954–4164. SUPPLEMENTARY INFORMATION: This rule amends Title 14, Code of Federal Regulations, Part 97 (14 CFR part 97) by amending the referenced SIAPs. The complete regulatory description of each SIAP is listed on the appropriate FAA Form 8260, as modified by the National Flight Data Center (FDC)/Permanent Notice to Airmen (P–NOTAM), and is incorporated by reference in the amendment under 5 U.S.C. 552(a), 1 CFR part 51, and § 97.20 of Title 14 of the Code of Federal Regulations. The large number of SIAPs, their complex nature, and the need for a special format make their verbatim publication in the Federal Register expensive and impractical. Further, airmen do not use the regulatory text of the SIAPs, but refer to their graphic depiction on charts printed by publishers of aeronautical materials. Thus, the advantages of incorporation by reference are realized and publication of the complete description of each SIAP contained in FAA form documents is unnecessary. This amendment provides the affected CFR sections and specifies the types of SIAP and the corresponding effective dates. This amendment also identifies the airport and its location, the procedure and the amendment number. The Rule This amendment to 14 CFR part 97 is effective upon publication of each separate SIAP as amended in the transmittal. For safety and timeliness of change considerations, this amendment incorporates only specific changes contained for each SIAP as modified by FDC/P–NOTAMs. The SIAPs, as modified by FDC P– NOTAM, and contained in this amendment are based on the criteria contained in the U.S. Standard for Terminal Instrument Procedures (TERPS). In developing these changes to SIAPs, the TERPS criteria were applied only to specific conditions existing at the affected airports. All SIAP amendments in this rule have been previously issued by the FAA in a FDC NOTAM as an emergency action of immediate flight safety relating directly to published aeronautical charts. The circumstances which created the need for all these SIAP amendments requires making them effective in less than 30 days. Because of the close and immediate relationship between these SIAPs and safety in air commerce, I find that notice E:\FR\FM\07MYR1.SGM 07MYR1

Agencies

[Federal Register Volume 77, Number 88 (Monday, May 7, 2012)]
[Rules and Regulations]
[Pages 26663-26667]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-10570]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0044; Directorate Identifier 2010-NM-059-AD; 
Amendment 39-17039; AD 2012-09-04]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Model 767-200, -300, 
-300F, and -400ER Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: We are superseding an existing airworthiness directive (AD) 
that applies to The Boeing Company Model 767-200, -300, and -300F 
series airplanes. That AD currently requires inspections to detect 
cracking or corrosion of the fail-safe straps between the side fitting 
of the rear spar bulkhead at body station 955 and the skin; and follow-
on and corrective actions. This new AD expands the applicability; and 
adds an inspection for cracking in the fail-safe strap, and repair or 
replacement if necessary. This AD was prompted by additional reports of 
cracks in 51 fail-safe straps on 41 airplanes; we have also received a 
report of a crack found in the ``T'' fitting that connects the fail-
safe strap to the outboard edge of the pressure deck. We are issuing 
this AD to detect and correct fatigue cracking or corrosion of the 
fail-safe straps and the ``T'' fittings, which could result in cracking 
of adjacent structure and consequent reduced structural integrity of 
the fuselage.

DATES: This AD is effective June 11, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of June 11, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain other publications listed in this AD as of 
November 1, 2004 (69 FR 57636, September 27, 2004, as referenced in 70 
FR 58000, October 5, 2005).

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; email 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 98057-3356. 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 other information. The address for the 
Docket Office (phone: 800-647-5527) is 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, 
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6577; fax: 425-917-6590; email: berhane.alazar@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2004-19-06 R1, amendment 39-14313 (70 FR 58000, 
October 5, 2005). That AD applies to The Boeing Company Model 767-200, 
-300, and -300F series airplanes. The NPRM published in the Federal 
Register on February 24, 2011 (76 FR 10288). That NPRM proposed to 
continue to require inspections to detect cracking or corrosion of the 
fail-safe straps between the side fitting of the rear spar bulkhead at 
body station 955 and the skin; and follow-on and corrective actions. 
That NPRM also proposed to expand the applicability, and add an 
inspection for cracking in the fail-safe strap, and repair or 
replacement if necessary.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
and the FAA's response to each comment.

Request To Add Airplanes to Applicability

    Aviation Partners Boeing (APB) asked that we include airplanes in 
the NPRM (76 FR 10288, February 24, 2011) that have been modified with 
winglets, in accordance with Supplemental Type Certificate (STC) 
ST01920SE. APB stated that it completed an analysis of Boeing Alert 
Service Bulletin 767-53A0100, Revision 2, dated January 15, 2010, and 
determined that the defined rework limits are valid when winglets are 
installed. APB added that including these airplanes will reduce the 
effort to support requests for alternative methods of compliance 
(AMOCs) to the NPRM.
    We acknowledge APB's request to include airplanes modified with 
winglets in accordance with the referenced STC in the applicability of 
this AD. We received an analysis package from APB which verifies that 
the compliance information included in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010, is adequate to provide 
an acceptable level of safety for airplanes equipped with those 
winglets. Those airplanes are listed in the effectivity section of 
Revision 2 of this service bulletin, which is identified in the 
applicability section of this AD. We have not changed the AD in this 
regard. However, since the referenced STC does not affect 
accomplishment of the requirements of this AD, we have clarified that 
an AMOC is not necessary for these airplanes by adding this provision 
in new Note 1 to paragraph (c) of this AD. We have also reidentified 
subsequent notes.

Request To Change Supplementary Information Section of NPRM

    Boeing noted that in the Supplementary Information section of the 
NPRM (76 FR 10288, February 24, 2011), there is an error under 
``Actions Since Existing AD Was Issued.'' Boeing asked for a correction 
to the ``flight cycles'' data in the sentence ``Fail-safe straps were 
repaired on 33 airplanes with total accumulated flight cycles ranging 
from 39,886 to 89,236.'' Boeing stated that the correct flight cycles 
range is ``9,250 to 38,490,'' and the correct flight hours range is 
``39,886 to 89,236,'' as published in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010.
    We agree with Boeing that there is an error in the number of flight 
cycles specified under ``Actions Since Existing AD Was Issued;'' the 
correct number of flight cycles was inadvertently omitted

[[Page 26664]]

from the NPRM (76 FR 10288, February 24, 2011). However, since that 
section of the preamble does not reappear in the final rule, no change 
to the AD has been made in this regard.

Request To Change the Unsafe Condition

    Boeing asked that we enhance the clarity of the unsafe condition 
that is given as the reason for issuing the NPRM (76 FR 10288, February 
24, 2011) because the ``T'' fittings should not be included in the 
unsafe condition. Boeing noted that the proposed actions are for 
detecting and repairing corrosion or cracking of the fail-safe straps. 
Boeing added that inspections of the ``T'' fitting were added to 
Revision 2, dated January 15, 2010, of Boeing Alert Service Bulletin 
767-53A0100, so that a removed/kept ``T'' fitting would be installed in 
a condition that contains no detectable damage around the three 
fastener holes that connect to the fail-safe strap. Boeing stated that 
the inspections are intended only to increase damage detection prior to 
installation of a kept ``T'' fitting.
    We agree that emphasizing the fail-safe strap is the main issue in 
this AD; however, we do not agree that the unsafe condition should be 
changed to remove the reference to the ``T'' fittings. Some ``T'' 
fitting cracks have been reported since issuance of the existing AD, as 
noted in Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated 
January 15, 2010; therefore, the ``T'' fitting is part of the unsafe 
condition. We have not changed this AD in this regard.

Request To Change Paragraph (k) of This AD

    Continental Airlines (CAL) asked that we change paragraph (k) of 
the NPRM (76 FR 10288, February 24, 2011) to include contacting Boeing 
with corrosion damage details to obtain further repair instructions 
and/or approval. CAL stated that paragraph (k) of the NPRM requires 
that the corrosion on the fail-safe straps be repaired in accordance 
with the Accomplishment Instructions of Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010. CAL added that 
paragraph 3.B.7 of the Accomplishment Instructions specifies that if 
corrosion is found on the fail-safe straps, it should be removed as 
given in Chapter 51-10-02 of the Boeing 767 Structural Repair Manual 
(SRM). CAL noted that it did not find any information pertaining to the 
fail-safe straps when reviewing the SRM for the correct rework limits. 
CAL believes the corrosion removal instructions are incomplete.
    We agree that corrosion removal instructions specified in Chapter 
51-10-02 of the SRM do not specifically identify how to blend out 
corrosion on the fail-safe straps. That chapter contains general 
procedures for repairing corrosion (which apply to the fail-safe 
straps), which include inspection, repair, and rework limits but does 
not contain specific procedures for removing corrosion from fail-safe 
straps.
    We have received Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012. That revision removes the reference to the SRM 
in Step 3.B.7., and instead specifies to contact Boeing for repair 
instructions. Therefore we have revised paragraph (k) of this AD to 
specify that where Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, specifies to contact Boeing for repair, this AD 
requires repair using a method approved in accordance with paragraph 
(o) of this AD.
    Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012, also adds notes and revised steps to provide flexibility and 
revised figures to correct errors. These changes include revising a 
Standard Operating Practices Manual (SOPM) reference to specify SOPM 
20-20-00, adding a fastener code to Figure 28 that was omitted, and 
revising cable identification labels in Figures 32 and 34. We have 
revised this AD to refer to Boeing Service Bulletin 767-53A0100, 
Revision 3, dated February 6, 2012, as the appropriate source of 
service information for accomplishing the required actions. We have 
added Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated 
January 15, 2010, to paragraph (n) of this AD to give credit for doing 
actions before the effective date of this AD, using that revision.

Request To Change Certain References in the Service Information

    CAL asked that certain references in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010, be changed, as 
follows:
    CAL stated that the use of the procedures in the Standard Wiring 
Practices Manual, Section 20-20-00, should be allowed for the 
resistance check of bonding fasteners during the panel installation. 
CAL stated that the standard operating manual reference specified in 
the resistance check of bonding fasteners during the panel installation 
does not provide the maximum resistance value.
    CAL noted that Figure 28 of the Accomplishment Instructions of 
Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated January 
15, 2010, which identifies Fastener Code ``B,'' is missing from the top 
corner of the panel.
    CAL also noted that the circle control numbers identified in 
Figures 32 and 34 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 767-53A0100, Revision 2, dated January 15, 2010, do 
not match the aileron control cables and work instructions. CAL stated 
that the control cable turnbuckle body station locations are reversed.
    We acknowledge the commenter's concerns regarding the referenced 
figures and SOPM. The actions specified in the SOPM and those figures 
are only referred to in the service bulletin for optional guidance. As 
stated previously, Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, corrects these errors. We have made no change 
to the AD in this regard.

Explanation of Additional Changes Made to This AD

    We have made the following changes to this AD:
     Revised certain headers throughout this AD.
     Redesignated Note 2 of the NPRM (76 FR 10288, February 24, 
2011) as paragraph (g)(3) in this AD, and redesignated subsequent notes 
accordingly.
     Revised the heading for and wording of paragraph (n) of 
this AD; this change has not changed the intent of that paragraph.

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--and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (76 FR 10288, February 24, 2011) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (76 FR 10288, February 24, 2011).
    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 will affect 390 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this AD:

[[Page 26665]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                               Parts                             Cost on U.S.
              Action                       Labor cost           cost     Cost per product         operators
----------------------------------------------------------------------------------------------------------------
Inspection for Model 767-200, -    2 work-hours x $85 per          $0  $170 per inspection   $60,180 per
 300, and -300F airplanes           hour = $170 per                     cycle.                inspection cycle.
 (retained actions from AD          inspection cycle.
 2004[dash]19-06 R1, Amendment
 39[dash]14313 (70 FR 58000,
 October 5, 2005)).
New inspections for all airplanes  2 work-hours x $85 per           0  $170 per inspection   $66,300 per
 (new action).                      hour = $170 per                     cycle.                inspection cycle.
                                    inspection cycle.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs/
replacements that would be required based on the results of the 
inspection. We have no way of determining the number of aircraft that 
might need these repairs/replacements:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
               Action                         Labor cost                Parts cost           Cost per product
----------------------------------------------------------------------------------------------------------------
Repair or replacement, Groups 1-7,   295 work-hours x $85 per     Between $9,054 and      Between $34,129 and
 10, and 11 airplanes.                hour = $25,075.              $15,837.                $40,912.
Repair or replacement, Groups 8 and  297 work hours x $85 per     Between $32,593 and     Between $57,838 and
 9 airplanes.                         hour = $25,245.              $32,727.                $57,972.
----------------------------------------------------------------------------------------------------------------

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:
    (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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

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 FAA amends Sec.  39.13 by removing airworthiness directive (AD) 
2004-19-06 R1, Amendment 39-14313 (70 FR 58000, October 5, 2005), and 
adding the following new AD:

2012-09-04 The Boeing Company: Amendment 39-17039; Docket No. FAA-
2011-0044; Directorate Identifier 2010-NM-059-AD.

(a) Effective Date

    This AD is effective June 11, 2012.

(b) Affected ADs

    This AD supersedes AD 2004-19-06 R1, Amendment 39-14313 (70 FR 
58000, October 5, 2005).

(c) Applicability

    This AD applies to Model 767-200, -300, -300F, and -400ER series 
airplanes, certificated in any category; as identified in Boeing 
Service Bulletin 767-53A0100, Revision 3, dated February 6, 2012.

    Note 1 to paragraph (c) of this AD:  Supplemental Type 
Certificate (STC) ST01920SE (https://rgl.faa.gov/Regulatory--and--
Guidance--Library/rgstc.nsf/0/082838ee177dbf62862576a4005cdfc0/
$FILE/ST01920SE.pdf) does not affect the ability to accomplish the 
actions required by this AD. Therefore, for airplanes on which STC 
ST01920SE is installed, a ``change in product'' alternative method 
of compliance (AMOC) approval request is not necessary to comply 
with the requirements of 14 CFR 39.17. For all other AMOC requests, 
the operator must request approval for an AMOC according to 
paragraph (o) of this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by additional reports of cracks in 51 fail-
safe straps on 41 airplanes; we have also received a report of a 
crack found in the ``T'' fitting that connects the fail-safe strap 
to the outboard edge of the pressure deck. We are issuing this AD to 
detect and correct fatigue cracking or corrosion of the fail-safe 
straps and the ``T'' fittings, which could result in cracking of 
adjacent structure and consequent reduced structural integrity of 
the fuselage.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

[[Page 26666]]

(g) Retained Inspections and Follow-on/Corrective Actions With New 
Service Information

    These inspection requirements are retained from AD 2004-19-06 
R1, Amendment 39-14313 (70 FR 58000, October 5, 2005). For Model 
767-200, -300, and -300F series airplanes having line numbers 1 
through 931 inclusive: Except as provided by paragraph (h) of this 
AD, prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after November 1, 2004 (the effective 
date of AD 2004-19-06 R1, Amendment 39-14313, 70 FR 58000, October 
5, 2005), whichever occurs later, perform a detailed inspection and 
eddy current inspection to detect cracking or corrosion of the fail-
safe straps between the side fitting of the rear spar bulkhead at 
body station (BS) 955 and the skin, per Figure 2 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
53A0100, dated September 26, 2002; Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010; or Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012. As of the 
effective date of this AD, use only Boeing Alert Service Bulletin 
767-53A0100, Revision 3, dated February 6, 2012. Doing the 
inspections required by paragraph (i) of this AD terminates the 
requirements of this paragraph.
    (1) If no crack or corrosion is found, repeat the inspections 
thereafter at intervals not to exceed 6,000 flight cycles or 36 
months, whichever occurs first, until paragraph (i) of this AD is 
done.
    (2) If any crack or corrosion is found, before further flight, 
repair per a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA; or using a method approved in 
accordance with paragraph (o) of this AD.
    (3) For the purposes of this AD, a detailed inspection is: ``An 
intensive examination of a specific item, installation, or assembly 
to detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at an 
intensity deemed appropriate. Inspection aids such as mirror, 
magnifying lenses, etc., may be necessary. Surface cleaning and 
elaborate procedures may be required.''

(h) Retained Inspections and Follow-on/Corrective Actions

    These inspection requirements are retained from AD 2004-19-06 
R1, Amendment 39-14313 (70 FR 58000, October 5, 2005). For airplanes 
identified in paragraph (g) of this AD on which the fail-safe strap 
has been replaced before November 1, 2004: Do the actions required 
by paragraph (g) of this AD within 12,000 flight cycles after 
accomplishing the replacement.

    Note 2 to paragraph (h) of this AD:  Steps 2 and 8 of the Work 
Instructions of Boeing Alert Service Bulletin 767-53A0100, dated 
September 26, 2002, refer incorrectly to Boeing 767 Airplane 
Maintenance Manual (AMM) 32-00-20 for guidance on opening the MLG 
doors; the correct reference is Boeing 767 AMM 32-00-15, which is 
referred to in steps 3 and 7 of the Work Instructions. Step 2 also 
should state ``Open Main Landing Gear (MLG) doors'' instead of 
``Open Main Landing Green (MLG) doors.''

(i) New Repetitive Detailed and Eddy Current Inspections

    Prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later: Perform detailed and eddy current 
inspections to detect cracking and/or corrosion of the fail-safe 
straps between the side fitting of the rear spar bulkhead at BS 955 
and the skin, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012. If no crack or corrosion is found, repeat the inspections 
thereafter at intervals not to exceed 6,000 flight cycles or 36 
months, whichever occurs first. Accomplishing the actions required 
by this paragraph ends the requirements of paragraphs (g) and (g)(1) 
of this AD.

(j) New Repetitive Ultrasonic Inspections

    Prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later: Do an ultrasonic inspection of the fail-safe 
strap for cracking, and all applicable related investigative 
actions, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012. Do all applicable related investigative actions before further 
flight. If no crack is found, repeat the inspection thereafter at 
intervals not to exceed 6,000 flight cycles or 36 months, whichever 
occurs first.

(k) New Corrective Actions

    If any corrosion is found during any inspection required by 
paragraph (i) of this AD: Before further flight, repair the 
corrosion, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012; except where Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, specifies to contact Boeing for repair, 
before further flight, repair using a method approved in accordance 
with paragraph (o) of this AD.

(l) New Corrective Actions

    If any crack is found during any inspection required by 
paragraph (i) or (j) of this AD: Before further flight, repair in 
accordance with the Accomplishment Instructions of Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012; except 
where Boeing Service Bulletin 767-53A0100, Revision 3, dated 
February 6, 2012, specifies to contact Boeing for appropriate 
action, before further flight, repair using a method approved in 
accordance with the procedures specified in paragraph (o) of this 
AD. Accomplishing the fail-safe strap trim repair in accordance with 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012, ends the repetitive inspections required by paragraphs (i) and 
(j) of this AD only on the side of the airplane where the repair was 
done. Replacing the fail-safe strap with a replacement strap that 
has the revised edge configuration in accordance with Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012, ends the 
repetitive inspections required by paragraphs (i) and (j) of this AD 
only on the side of the airplane where the replacement was done.

(m) New Post-Replacement Inspections

    For any replacement strap that does not have a revised edge 
configuration, as specified in Boeing Service Bulletin 767-53A0100, 
Revision 3, dated February 6, 2012: Within 12,000 flight cycles 
after doing the replacement, accomplish the inspections required by 
paragraphs (i) and (j) of this AD. Repeat the inspections thereafter 
at intervals not to exceed 6,000 flight cycles or 36 months, 
whichever occurs first. Replacing the fail-safe strap with a 
replacement strap that has the revised edge configuration in 
accordance with Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, ends the repetitive inspections required by 
paragraphs (i) and (j) of this AD only on the side of the airplane 
where the replacement was done.

(n) New Credit for Previous Actions

    This paragraph provides credit for actions required by 
paragraphs (g) through (m) of this AD, if those actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 767-53A0100, Revision 1, dated August 11, 2006; or 
Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated January 
15, 2010.

(o) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. 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. Information may be emailed 
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 14 CFR 25.571, 
Amendment 45, and the approval must specifically refer to this AD.
    (4) AMOCs approved for AD 2004-19-06, Amendment 39-13800 (69 FR 
57636, September 27, 2004); and AD 2004-19-06 R1, Amendment 39-14313 
(70 FR 58000, October 5, 2005); are approved as AMOCs for paragraphs 
(g) and (h) of this AD, as applicable.

(p) Related Information

    For more information about this AD, contact Berhane Alazar, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle

[[Page 26667]]

ACO, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
(425) 917-6577; fax: (425) 917-6590; email: berhane.alazar@faa.gov.

(q) Material Incorporated by Reference

    (1) You must use the following service information to do the 
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.
    (i) Boeing Service Bulletin 767-53A0100, Revision 3, dated 
February 6, 2012, approved for IBR June 11, 2012.
    (ii) Boeing Alert Service Bulletin 767-53A0100, Revision 2, 
dated January 15, 2010, approved for IBR June 11, 2012.
    (iii) Boeing Alert Service Bulletin 767-53A0100, dated September 
26, 2002; approved for IBR November 1, 2004 (69 FR 57636, September 
27, 2004, as referenced in 70 FR 58000, October 5, 2005).
    (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; email 
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
    (3) 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.
    (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/cfr/ibr_locations.html.

    Issued in Renton, Washington on April 23, 2012.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-10570 Filed 5-4-12; 8:45 am]
BILLING CODE 4910-13-P
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