Airworthiness Directives; The Boeing Company Airplanes, 47563-47568 [2012-19532]
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Federal Register / Vol. 77, No. 154 / Thursday, August 9, 2012 / Proposed Rules
and including Interstate Highway I–10,
whichever is further north.
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Janet Napolitano,
Secretary.
[FR Doc. 2012–19458 Filed 8–8–12; 8:45 am]
BILLING CODE 9111–14–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22523; Directorate
Identifier 2005–NM–058–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
We are revising an earlier
proposed airworthiness directive (AD)
for certain The Boeing Company Model
767 airplanes. That NPRM proposed to
require drilling a drain hole in the
flanged tubes for certain elevator control
cable aft pressure seals; doing repetitive
inspections for dirt, loose particles, or
blockage of the flanged tube and drain
hole for the pressure seals, and
corrective action if necessary; replacing
the aft air-intake duct assembly with a
new or modified assembly and
installing a dripshield; and installing
gutters on the horizontal stabilizer
center section and modifying the side
brace fittings. That NPRM was
prompted by reports of stiff operation of
the elevator pitch control system and
jammed elevator controls. This action
revises that NPRM by proposing to
require replacement of pressure seal
assemblies, rather than the proposed
drilling of drain holes; revising a certain
compliance time and inspection type;
adding certain optional actions; and
revising the applicability. We are
proposing this supplemental NPRM to
prevent moisture from collecting and
freezing on the elevator control system
components, which could limit the
ability of the flightcrew to make elevator
control inputs and result in reduced
controllability of the airplane. Since
these actions impose an additional
burden over that proposed in the
previous NPRM, we are reopening the
comment period to allow the public the
chance to comment on these proposed
changes.
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SUMMARY:
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We must receive comments on
this supplemental NPRM by September
24, 2012.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this proposed 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; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221.
DATES:
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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: (425) 917–
6490; fax: (425) 917–6590; email: Kelly.
McGuckin@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
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47563
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2005–22523; Directorate Identifier
2005–NM–058–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://www.
regulations.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR
part 39 to include an AD that would
apply to certain The Boeing Company
Model 767–200, –300, –300F, and
–400ER series airplanes. That NPRM
published in the Federal Register on
September 27, 2005 (70 FR 56386). That
NPRM proposed to require drilling a
drain hole in the flanged tubes for the
E1A and E1B elevator control cable aft
pressure seals; doing repetitive
inspections for dirt, loose particles, or
blockage of the flanged tube and drain
hole for the E1A and E1B elevator
control cable aft pressure seals and
corrective action if necessary; replacing
the aft air-intake duct assembly with a
new or modified aft air-intake duct
assembly and installing a dripshield;
and installing gutters on the horizontal
stabilizer center section and modifying
the side brace fittings.
Actions Since Previous NPRM (70 FR
56386, September 27, 2005) Was Issued
Since we issued the previous NPRM
(70 FR 56386, September 27, 2005), we
have received reports of elevator control
restrictions from operators who had
implemented the actions specified in
the previous NPRM.
Since we issued the previous NPRM
(70 FR 56386, September 27, 2005), we
have also received revised and new
service information.
We have reviewed Boeing Service
Bulletin 767–27–0204, Revision 2, dated
August 16, 2011 (for Model 767–200,
–300, and –300F series airplanes); and
Boeing Service Bulletin 767–27–0205,
Revision 2, dated August 30, 2011 (for
Model 767–400ER series airplanes). We
referred to Boeing Service Bulletin 767–
27–0204, dated January 27, 2005; and
Boeing Service Bulletin 767–27–0205,
dated January 27, 2005; as the
appropriate sources of service
information for accomplishing the
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actions proposed in paragraph (g) of the
previous NPRM (70 FR 56386,
September 27, 2005). Revision 2 of this
service information revises the type of
inspection from a detailed inspection to
a general visual inspection, and also
revises the compliance times by basing
one time on the accomplishment of
Boeing Service Bulletin 767–27A0219.
Boeing Service Bulletin 767–27–0204,
Revision 2, dated August 16, 2011,
revises the effectivity to specify line
numbers 225, 226, 228 through 717, and
719 through 971, except airborne
warning and control system (AWACS)
airplanes (previous effectivity was line
numbers 225, 226 and 228 through
9999). Boeing Service Bulletin 767–27–
0205, Revision 2, dated August 30,
2011, also revises the effectivity to
specify line numbers 758 through 965
(Revision 2 of this service information
removes airplanes—the earlier revisions
specified ‘‘all’’ airplanes). We have
revised paragraphs (c) and (g) of this
supplemental NPRM to refer to this
revised service information. We have
also added new paragraph (m)(1) to give
credit for actions done before the
effective date of the AD using earlier
versions of Boeing Service Bulletin 767–
27–0204, Revision 2, dated August 16,
2011; and Boeing Service Bulletin 767–
27–0205, Revision 2, dated August 30,
2011.
We have also reviewed Boeing Service
Bulletin 767–27A0224, Revision 1,
dated December 16, 2011, which
describes procedures for replacing the
two existing pressure seal assemblies for
the left elevator control cables at the aft
pressure bulkhead. The replacement
also includes closing existing drain
holes for airplanes that have drain holes
in the seal block tubes. Boeing Service
Bulletin 767–27A0224, Revision 1,
dated December 16, 2011, specifies that,
for certain airplanes, the replacement
eliminates the need for the inspections
specified in Boeing Service Bulletin
767–27–0204, Revision 2, dated August
16, 2011; and Boeing Service Bulletin
767–27–0205, Revision 2, dated August
30, 2011.
We have determined that the
replacement specified in Boeing Service
Bulletin 767–27A0224, Revision 1,
dated December 16, 2011, needs to be
done to address the identified unsafe
condition instead of the actions
proposed in paragraph (f) of the
previous NPRM (70 FR 56386,
September 27, 2005). We have not
retained paragraph (f) of the previous
NPRM in this supplemental NPRM. The
effectivity of Boeing Service Bulletin
767–27A0224, Revision 1, dated
December 16, 2011, includes line
numbers 906 through 974, which were
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not in the service information
referenced in paragraph (f) of the
previous NPRM.
We have added new paragraph (h) to
this supplemental NPRM to propose to
require the replacement specified in
Boeing Service Bulletin 767–27A0224,
Revision 1, dated December 16, 2011,
for certain airplanes and, for certain
other airplanes, we have added new
paragraph (l) in this supplemental
NPRM to provide the replacement as an
optional action. We have also added
new paragraph (m)(2) to this
supplemental NPRM to give credit for
actions done in accordance with Boeing
Alert Service Bulletin 767–27A0224,
dated June 23, 2011.
We have also reviewed Boeing Service
Bulletin 767–49A0035, Revision 2,
dated June 2, 2006. We referred to
Boeing Alert Service Bulletin 767–
49A0035, Revision 1, dated December
11, 2003, as the appropriate source of
service information for accomplishing
the actions proposed in paragraph (h) of
the previous NPRM (70 FR 56386,
September 27, 2005). Revision 2 of this
service bulletin advises operators that it
is unnecessary to remove the forward
intake duct. Revision 2 of this service
bulletin also adds notes and removes
certain steps to clarify the procedure.
We have revised paragraph (i) of this
supplemental NPRM (which
corresponds to paragraph (h) of the
previous NPRM) to refer to Boeing
Service Bulletin 767–49A0035, Revision
2, dated June 2, 2006. We have added
new paragraph (m)(3) to this
supplemental NPRM to give credit for
doing the applicable actions in
accordance with Boeing Alert Service
Bulletin 767–49A0035, Revision 1,
dated December 11, 2003.
We have also reviewed Boeing Service
Bulletin 767–51A0027, Revision 1,
dated October 12, 2006; and Boeing
Service Bulletin 767–51A0028, Revision
1, dated October 12, 2006. We referred
to Boeing Alert Service Bulletin 767–
51A0027, dated December 9, 2004; and
Boeing Alert Service Bulletin 767–
51A0028, dated December 9, 2004; as
the appropriate sources of service
information for accomplishing the
actions proposed in paragraph (i) of the
previous NPRM (70 FR 56386,
September 27, 2005). Revision 1 of this
service information adds a high
frequency eddy current inspection for
cracks as an option to a certain dye
penetrant inspection, and adds a
corrective action for those inspections,
i.e., oversizing the hole. Revision 1 of
this service information also adds an
option to install the gutter as a onepiece assembly. We have revised
paragraph (j) of this supplemental
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NPRM (which corresponds to paragraph
(i) of the previous NPRM) to refer to
Boeing Service Bulletin 767–51A0027,
Revision 1, dated October 12, 2006; and
to Boeing Service Bulletin 767–
51A0028, Revision 1, dated October 12,
2006. We have added new paragraph
(m)(4) to this supplemental NPRM to
give credit for doing actions in
accordance with Boeing Alert Service
Bulletin 767–51A0027, dated December
9, 2004; and Boeing Alert Service
Bulletin 767–51A0028, dated December
9, 2004.
Comments
We gave the public the opportunity to
comment on the previous NPRM (70 FR
56386, September 27, 2005). The
following presents the comments
received on the previous NPRM and the
FAA’s response to each comment.
Request To Withdraw the Previous
NPRM (70 FR 56386, September 27,
2005)
Airlines for America, on behalf of its
member Delta Airlines (Delta),
requested we withdraw the previous
NPRM (70 FR 56386, September 27,
2005). Delta stated that ‘‘the root causes
of the three noted findings were not
conclusively identified,’’ and
withdrawal would be justified by the
lack of documented blade seal leakage
in service. Delta noted that the Boeing
767 fleet has been in operation for over
20 years and has had relatively few
instances of stiff controls in the area of
the modifications proposed by the
previous NPRM. Delta stated that the
modifications involve a change in
design of the aircraft to divert possible
water intrusion, yet the water intrusion
was not a concern until the second
quarter of 2001. Delta indicated that ‘‘it
seems unlikely that a poor design that
is not age-related would cause concern
after so many years of time-tested, safe
operations.’’ Delta stated that a
regulatory action to correct a design
problem that has not been identified
conclusively is unjustified.
We disagree with the commenter’s
request. The in-service events of Model
767 airplane elevator control restrictions
were investigated by The Boeing
Company subsequent to the events
identified in the previous NPRM (70 FR
56386, September 27, 2005). One of
these events included difficulty flaring
the airplane and a subsequent hard
landing. These conditions made it
difficult for the flightcrew to control the
pitch of the airplane because elevator
control movements were restricted. The
investigation included analysis of flight
data recorder information and onairplane testing. Determining the exact
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location of suspected icing and
conclusively identifying a root cause
was very difficult on in-service
airplanes as the ice formed at high
altitudes, and then melted upon landing
at an airport. In addition, Boeing
identified the most probable locations of
the control system freezing, and
identified the probable locations of
moisture ingress. Boeing released
service information as a result of this
investigation.
We concur with Boeing’s conclusions
and the recommendations contained in
the service information. We have
determined that an unsafe condition
exists on the affected airplanes, and is
likely to exist or develop on other
airplanes of the same type design.
Issuance of an AD is the appropriate
vehicle to correct an unsafe condition.
No change has been made to this
supplemental NPRM in this regard.
Request to Extend Compliance Times
Airlines for America, on behalf of its
member UPS, requested we extend the
compliance time for the replacement
specified in paragraph (h) of the
previous NPRM (70 FR 56386,
September 27, 2005) from 18 to 24
months. UPS stated that it has not
accomplished the actions specified in
the relevant service information because
there have been no findings at UPS, nor
have there been any problems related to
auxiliary power unit (APU) air intake
duct water leakage causing stiff
operation of the pitch control system by
freezing on the associated linear
variable differential transducer (LVDT).
UPS stated that continued normal
maintenance and flight operations
provide an equivalent level of safety.
Airlines for America, on behalf of its
member Delta, requested that we extend
the compliance time for the
modification and installation specified
in paragraph (i) of the previous NPRM
(70 FR 56386, September 27, 2005) from
60 to 72 months. Delta stated that the
proposed compliance time does not fall
into a routine maintenance opportunity.
Delta noted again that there have been
no specific instances of blade seal
leakage on an in-service aircraft, and
stated that seal leakage has occurred
only during a ‘‘wet-down’’ test. Delta
also stated that Boeing has not indicated
there is a freezing problem attributed to
stiff controls from blade seal leakage
and that the root cause cannot be
identified conclusively. Delta stated this
lack of conclusive evidence over 20
years of operational history should be
adequate to establish a more amenable
compliance time.
We disagree with both requests for
extensions of the compliance times.
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Since issuance of the previous NPRM
(70 FR 56386, September 27, 2005), we
have received several additional reports
of elevator system restrictions likely
caused by ice accumulation. The
compliance times of 18 months
specified in paragraph (i) and 60 months
specified in paragraph (j) of this
supplemental NPRM (which correspond
to paragraphs (h) and (i) of the previous
NPRM (70 FR 56386, September 27,
2005)) are based on our review of the
manufacturer’s recommended
compliance times, which are based on
airplane-level risk assessment and input
from the lead airline. We have
determined that these compliance times
are appropriate to ensure an acceptable
level of safety for the affected fleet. We
have not changed this supplemental
NPRM in this regard.
Request to Exclude Certain
Requirements for Freighter Airplanes
Airlines for America, on behalf of its
member UPS, requested that we revise
paragraphs (f) and (g) of the previous
NPRM (70 FR 56386, September 27,
2005) to exclude airplanes that do not
have associated aft galley installations.
The commenter stated that aft galleys
are not installed on the Model 767–300F
(freighter) airplanes in its fleet.
We disagree. We considered
excluding freighter airplanes from the
specified paragraphs of this
supplemental NPRM. Although a
leaking aft galley has been determined
to potentially cause moisture to collect
and freeze on the elevator control cables
in this area, other sources of moisture
were considered. These other sources
include leaking cargo containers, and
rain, snow, and ice on cargo containers.
In light of these other potential moisture
sources, we determined that paragraphs
(g) and (h) of this supplemental NPRM
are also applicable to freighter airplanes;
paragraph (h) of this supplemental
NPRM contains the new actions we are
proposing instead of the action
proposed in paragraph (g) of the
previous NPRM (70 FR 56386,
September 27, 2005).
Request to Revise Alternative Methods
of Compliance (AMOC) Section
Boeing requested we revise the AMOC
paragraph (i.e., paragraph (k)) of the
previous NPRM (70 FR 56386,
September 27, 2005) to include a
provision to allow repairs to be
approved by a Boeing Company
Authorized Representative (AR) who
has been authorized by the FAA to make
such findings.
We agree and have added new
paragraph (n)(3) to this supplemental
NPRM accordingly.
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Request to Change Service Information
Reference
Delta requested we revise paragraph
(f) of the previous NPRM (70 FR 56386,
September 27, 2005) to refer to Boeing
Service Bulletin 767–27A0192, Revision
1, dated March 17, 2005.
We agree that paragraph (f) of the
previous NPRM (70 FR 56386,
September 27, 2005) included an
incorrect reference. However, we have
not restated that paragraph in this
supplemental NPRM. We have not
revised this supplemental NPRM in this
regard.
Additional Changes
We have added a new paragraph (d)
to this supplemental NPRM to provide
the Air Transport Association (ATA) of
America subject codes. These codes are
added to make this supplemental NPRM
parallel with other new AD actions.
We have revised the heading and
wording for paragraph (m) of this
supplemental NPRM; this change does
not affect the intent of that paragraph.
FAA’s Determination
We are proposing this supplemental
NPRM because we evaluated all the
relevant information and determined
the unsafe condition described
previously is likely to exist or develop
in other products of these same type
designs. Certain changes described
above expand the scope of the original
NPRM. As a result, we have determined
that it is necessary to reopen the
comment period to provide additional
opportunity for the public to comment
on this supplemental NPRM.
Proposed Requirements of the
Supplemental NPRM
This supplemental NPRM would
require, depending on airplane
configuration, repetitive general visual
inspections for dirt, loose particles, and
blockage of the flanged tube and drain
hole for the E1A and E1B elevator
control cable aft pressure seals, and
corrective actions if necessary;
replacement of the two existing pressure
seal assemblies for the left elevator
control cables at the aft pressure
bulkhead; replacement of the aft airintake duct assembly with a new or
modified aft air-intake duct assembly
and installation of a dripshield; and
installation of gutters on the horizontal
stabilizer center section and
modification of the side brace fittings,
including a dye penetrant or high
frequency eddy current inspection for
cracking and damage and corrective
actions if necessary.
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Differences Between the Proposed AD
and the Service Information
Boeing Service Bulletin 767–
51A0027, Revision 1, dated October 12,
2006; and Boeing Service Bulletin 767–
51A0028, Revision 1, dated October 12,
2006; specify to contact the
manufacturer for instructions on how to
repair certain conditions, but this
proposed AD would require repairing
those conditions in one of the following
ways:
• In accordance with a method that
we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by the Boeing
Commercial Airplanes ODA whom we
have authorized to make those findings.
Step 8 in Figures 6 and 10 of Boeing
Service Bulletin 767–51A0027, Revision
1, dated October 12, 2006; and Boeing
Service Bulletin 767–51A0028, Revision
1, dated October 12, 2006; specifies
hydraulic hose, part number AS115–
08D0274; this supplemental NPRM
specifies the correct part number,
AS115–08D0280.
Where Note (d) of Figure 8 of Boeing
Service Bulletin 767–51A0027, Revision
1, dated October 12, 2006; and Boeing
Service Bulletin 767–51A0028, Revision
1, dated October 12, 2006; specifies to
‘‘install collars on the upper surface of
the gutter,’’ this supplemental NPRM
would require that operators install
these bolts with the bolt heads either up
or down provided that the bolt head
direction prevents interference between
the collars and the hydraulic lines.
Step 1 of Figure 4 of Boeing Service
Bulletin 767–49A0035, Revision 2,
dated June 2, 2006, specifies to install
the forward air-intake duct. This action
is not included in this supplemental
NPRM because it is not necessary for
operators to remove the forward airintake duct.
For steps 4, 8, and 12 in Figures 6 and
10 of Boeing Service Bulletin 767–
51A0027, Revision 1, dated October 12,
2006; and Boeing Service Bulletin 767–
51A0028, Revision 1, dated October 12,
2006: This supplemental NPRM allows
hydraulic hose, part number AS115–
08K0280, as an option to part number
AS115–08D0280.
For steps 2, 6, and 10 in Figures 6 and
10 of Boeing Service Bulletin 767–
51A0027, Revision 1, dated October 12,
2006; and Boeing Service Bulletin 767–
51A0028, Revision 1, dated October 12,
2006: This supplemental NPRM allows
hydraulic hose, part number AS115–
06K0274, as an option to part number
AS115–06D0274.
Steps 3.B.16 and 3.B.17 of Boeing
Service Bulletin 767–51A0027, Revision
1, dated October 12, 2006; and Boeing
Service Bulletin 767–51A0028, Revision
1, dated October 12, 2006; specify to do
a check of the elevator power control
actuator and a systems test of the
autopilot system. Those actions would
not be required by this supplemental
NPRM because those systems are not
disturbed during gutter installation.
Costs of Compliance
We estimate that this proposed AD
affects about 400 airplanes of U.S.
registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
Cost per product
Cost on U.S.
operators
261
$170 per inspection
cycle.
856 ..........................
$51,000 per inspection cycle.
256,800
3 work-hours × $85 per hour = $255 ......
1,462
1,717 .......................
614,686
12 work-hours × $85 per hour = $1,020
1,902
2,922 .......................
1,034,388
Action
Labor cost
Inspection of the flanged tube and drain
hole (300 airplanes).
Pressure seal replacement (300 airplanes).
Aft air-intake duct assembly replacement
and dripshield installation (358 airplanes).
Horizontal stabilizer gutter installation
and modification of the side brace fittings (354 airplanes).
2 work-hours × $85 per hour = $170 per
inspection cycle.
7 work-hours × $85 per hour = $595 ......
We estimate the following costs to do
any necessary cleaning that would be
Parts cost
$0
required based on the results of the
proposed inspection. We have no way of
determining the number of aircraft that
might need this cleaning.
ON-CONDITION COSTS
Action
Labor cost
Cleaning ...................
1 work-hour × $85 per hour = $85 ...................................................................................
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701:
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‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
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Cost per
product
Parts cost
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$0
$85
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would 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.
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For the reasons discussed above, I
certify this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979),
(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.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA–
2005–22523; Directorate Identifier 2005–
NM–058–AD.
(a) Comments Due Date
We must receive comments by September
24, 2012.
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(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 767–200, –300, –300F, and –400ER
series airplanes, certificated in any category;
as identified in the service information
specified in paragraphs (c)(1), (c)(2), (c)(3),
(c)(4), (c)(5), and (c)(6) of this AD.
(1) Boeing Service Bulletin 767–27A0224,
Revision 1, dated December 16, 2011.
(2) Boeing Service Bulletin 767–49A0035,
Revision 2, dated June 2, 2006.
(3) Boeing Service Bulletin 767–27–0204,
Revision 2, dated August 16, 2011.
(4) Boeing Service Bulletin 767–27–0205,
Revision 2, dated August 30, 2011.
(5) Boeing Service Bulletin 767–51A0027,
Revision 1, dated October 12, 2006.
(6) Boeing Service Bulletin 767–51A0028,
Revision 1, dated October 12, 2006.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 27, Flight controls; 49, Airborne
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auxiliary power; 51, Standard practices/
structures.
(e) Unsafe Condition
This AD was prompted by reports of stiff
operation of the elevator pitch control system
and jammed elevator controls. We are issuing
this AD to prevent moisture from collecting
and freezing on the elevator control system
components, which could limit the ability of
the flightcrew to make elevator control inputs
and result in reduced controllability of the
airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Inspections and Corrective Actions
For airplanes identified in Boeing Service
Bulletin 767–27–0204, Revision 2, dated
August 16, 2011; and Boeing Service Bulletin
767–27–0205, Revision 2, dated August 30,
2011: At the applicable time specified in
paragraph (g)(1) or (g)(2) of this AD, do a
general visual inspection for dirt, loose
particles, and blockage of the flanged tube
and drain hole for the E1A and E1B elevator
control cable aft pressure seals, and all
applicable corrective actions, in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin 767–27–0204,
Revision 2, dated August 16, 2011 (for Model
767–200, –300, and –300F series airplanes);
or Boeing Service Bulletin 767–27–0205,
Revision 2, dated August 30, 2011 (for Model
767–400ER series airplanes). Do all
applicable corrective actions before further
flight. Repeat the inspection thereafter at
intervals not to exceed 24 months.
(1) For airplanes on which Boeing Service
Bulletin 767–27A0219 has been done as of
the effective date of this AD: Do the
inspection at the time specified in paragraph
(g)(1)(i) or (g)(1)(ii) of this AD, whichever
occurs later.
(i) Within 24 months after doing the
actions specified in Boeing Service Bulletin
767–27A0219.
(ii) Within 6 months after the effective date
of this AD.
(2) For airplanes on which Boeing Service
Bulletin 767–27A0219 has not been done as
of the effective date of this AD: Do the
inspection at the time specified in paragraph
(g)(2)(i) or (g)(2)(ii) of this AD, whichever
occurs later.
(i) Within 24 months after the effective
date of this AD.
(ii) Within 24 months since the date of
issuance of the original airworthiness
certificate or the date of issuance of the
original export certificate of airworthiness.
(h) Replacement—Pressure Seal Assemblies
For Group 1, Configuration 1–2 airplanes;
Group 2, Configuration 1 airplanes; and
Group 4, Configuration 1–2 airplanes; as
identified in Boeing Service Bulletin 767–
27A0224, Revision 1, dated December 16,
2011: Within 24 months after the effective
date of this AD, replace the two existing
pressure seal assemblies for the left elevator
control cables at the aft pressure bulkhead, in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 767–
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47567
27A0224, Revision 1, dated December 16,
2011. Accomplishing this replacement
terminates the inspections required by
paragraph (g) of this AD.
(i) Replacement—Air-Intake Duct Assembly
and Installation—Dripshield
For airplanes identified in Boeing Service
Bulletin 767–49A0035, Revision 2, dated
June 2, 2006: Within 18 months after the
effective date of this AD, replace the aft airintake duct assembly with a new or modified
aft air-intake duct assembly and install a
dripshield, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 767–49A0035, Revision 2,
dated June 2, 2006, except as provided by
paragraph (k)(1) of this AD.
(j) Gutter Installation and Side Brace
Modification
For airplanes identified in Boeing Service
Bulletin 767–51A0027, Revision 1, dated
October 12, 2006; and Boeing Service
Bulletin 767–51A0028, Revision 1, dated
October 12, 2006: Within 60 months after the
effective date of this AD, install gutters on
the horizontal stabilizer center section, and
modify the side brace fittings, including
doing a dye penetrant or high frequency eddy
current inspection for cracking and damage
of the drain hole and all applicable corrective
actions, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 767–51A0027, Revision 1,
dated October 12, 2006 (for Model 767–200,
–300, and –300F series airplanes); or Boeing
Service Bulletin 767–51A0028, Revision 1,
dated October 12, 2006 (for Model 767–
400ER series airplanes); except as provided
by paragraphs (k)(2), (k)(3), (k)(4), (k)(5),
(k)(6), and (k)(7) of this AD.
(k) Exceptions to Service Information
(1) Where Step 1 of Figure 4 of Boeing
Service Bulletin 767–49A0035, Revision 2,
dated June 2, 2006, specifies installing the
forward air-intake duct, that installation is
not required by this AD.
(2) Where Boeing Service Bulletin 767–
51A0027, Revision 1, dated October 12, 2006;
and Boeing Service Bulletin 767–51A0028,
Revision 1, dated October 12, 2006; specify
to contact Boeing for appropriate action:
Before further flight, repair using a method
approved in accordance with the procedures
specified in paragraph (n) of this AD.
(3) Where step 8 in Figures 6 and 10 of
Boeing Service Bulletin 767–51A0027,
Revision 1, dated October 12, 2006; and
Boeing Service Bulletin 767–51A0028,
Revision 1, dated October 12, 2006; specify
hydraulic hose, part number AS115–
08D0274, the correct part number is AS115–
08D0280.
(4) For steps 4, 8, and 12 in Figures 6 and
10 of Boeing Service Bulletin 767–51A0027,
Revision 1, dated October 12, 2006; and
Boeing Service Bulletin 767–51A0028,
Revision 1, dated October 12, 2006:
Hydraulic hose, part number AS115–
08K0280, is an option to part number
AS115–08D0280.
(5) For steps 2, 6, and 10 in Figures 6 and
10 of Boeing Service Bulletin 767–51A0027,
Revision 1, dated October 12, 2006; and
Boeing Service Bulletin 767–51A0028,
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Federal Register / Vol. 77, No. 154 / Thursday, August 9, 2012 / Proposed Rules
Revision 1, dated October 12, 2006:
Hydraulic hose, part number AS115–
06K0274, is an option to part number
AS115–06D0274.
(6) Steps 3.B.16 and 3.B.17 of Boeing
Service Bulletin 767–51A0027, Revision 1,
dated October 12, 2006; and Boeing Service
Bulletin 767–51A0028, Revision 1, dated
October 12, 2006; are not required by this
AD.
(7) Where Note (d) of Figure 8 of Boeing
Service Bulletin 767–51A0027, Revision 1,
dated October 12, 2006; and Boeing Service
Bulletin 767–51A0028, Revision 1, dated
October 12, 2006; specifies to ‘‘install collars
on the upper surface of the gutter,’’ this AD
requires that operators install these bolts
with the bolt heads either up or down
provided that the bolt head direction
prevents interference between the collars and
the hydraulic lines.
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(l) Optional Replacement—Pressure Seal
Assemblies
For Group 1, Configuration 3–4 airplanes;
Group 2, Configuration 2–3 airplanes; Group
3 airplanes; and Group 4, Configuration 3–4
airplanes; as identified in Boeing Service
Bulletin 767–27A0224, Revision 1, dated
December 16, 2011: Replacing the two
existing pressure seal assemblies for the left
elevator control cables at the aft pressure
bulkhead, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 767–27A0224, Revision 1,
dated December 16, 2011, terminates the
inspections required by paragraph (g) of this
AD.
(m) Credit for Previous Actions
(1) This paragraph provides credit for the
actions required by paragraph (g) of this AD,
if the actions were performed before the
effective date of this AD using the applicable
service information in paragraph (m)(1)(i) or
(m)(1)(ii) of this AD.
(i) For Model 767–200, –300, and –300F
series airplanes: Boeing Service Bulletin 767–
27–0204, dated January 27, 2005; or Boeing
Service Bulletin 767–27–0204, Revision 1,
dated February 12, 2009.
(ii) For Model 767–400ER series airplanes:
Boeing Service Bulletin 767–27–0205, dated
January 27, 2005; or Boeing Service Bulletin
767–27–0205, Revision 1, dated February 12,
2009.
(2) This paragraph provides credit for the
actions required by paragraphs (h) and (l) of
this AD, if the actions were performed before
the effective date of this AD using Boeing
Alert Service Bulletin 767–27A0224, dated
June 23, 2011.
(3) This paragraph provides credit for the
actions required by paragraph (i) of this AD,
if the actions were performed before the
effective date of this AD using Boeing Alert
Service Bulletin 767–49A0035, Revision 1,
dated December 11, 2003.
(4) This paragraph provides credit for the
actions required by paragraph (j) of this AD,
if the actions were performed before the
effective date of this AD using Boeing Alert
Service Bulletin 767–51A0027, dated
December 9, 2004; or Boeing Alert Service
Bulletin 767–51A0028, dated December 9,
2004.
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(n) Alternative Methods of Compliance
(AMOCs)
DEPARTMENT OF TRANSPORTATION
(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. 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 the
approval must specifically refer to this AD.
Federal Aviation Administration
(o) Related Information
(1) For more information about this AD,
contact Kelly McGuckin, Aerospace
Engineer, Systems and Equipment Branch,
ANM–130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW.,
Renton, WA 98057–3356; phone: (425) 917–
6490; fax: (425) 917–6590; email: Kelly.
McGuckin@faa.gov.
(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; Internet https://www.myboeingfleet.
com. You may review copies of the
referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, Washington. For
information on the availability of this
material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on July 31,
2012.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2012–19532 Filed 8–8–12; 8:45 am]
BILLING CODE 4910–13–P
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14 CFR Part 39
[Docket No. FAA–2012–0829; Directorate
Identifier 2012–CE–024–AD]
RIN 2120–AA64
Airworthiness Directives; Hawker
Beechcraft Corporation Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Hawker Beechcraft Corporation Model
G58 airplanes. This proposed AD was
prompted by notification from Hawker
Beechcraft Corporation that certain
affected aircraft were produced with the
incorrect gauge wiring installed. This
proposed AD would require
replacement of the incorrect gauge
wiring with the correct wiring required
by type design and the aircraft’s circuit
protection. We are proposing this AD to
correct the unsafe condition on these
products.
SUMMARY:
We must receive comments on
this proposed AD by September 24,
2012.
DATES:
You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Hawker
Beechcraft Corporation, B091–A04,
10511 E. Central Ave., Wichita, Kansas
67206; telephone: 1 (800) 429–5372 or
(316) 676–3140; fax: (316) 676–8027;
email: tmdc@hawkerbeechcraft.com; or
Internet: https://
www.hawkerbeechcraft.com/
customer_support/
technical_and_field_support/. You may
review copies of the referenced service
information at the FAA, Small Airplane
Directorate, 901 Locust, Kansas City,
Missouri 64106. For information on the
ADDRESSES:
E:\FR\FM\09AUP1.SGM
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]]>Agencies
[Federal Register Volume 77, Number 154 (Thursday, August 9, 2012)]
[Proposed Rules]
[Pages 47563-47568]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-19532]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22523; Directorate Identifier 2005-NM-058-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) for certain The Boeing Company Model 767 airplanes. That NPRM
proposed to require drilling a drain hole in the flanged tubes for
certain elevator control cable aft pressure seals; doing repetitive
inspections for dirt, loose particles, or blockage of the flanged tube
and drain hole for the pressure seals, and corrective action if
necessary; replacing the aft air-intake duct assembly with a new or
modified assembly and installing a dripshield; and installing gutters
on the horizontal stabilizer center section and modifying the side
brace fittings. That NPRM was prompted by reports of stiff operation of
the elevator pitch control system and jammed elevator controls. This
action revises that NPRM by proposing to require replacement of
pressure seal assemblies, rather than the proposed drilling of drain
holes; revising a certain compliance time and inspection type; adding
certain optional actions; and revising the applicability. We are
proposing this supplemental NPRM to prevent moisture from collecting
and freezing on the elevator control system components, which could
limit the ability of the flightcrew to make elevator control inputs and
result in reduced controllability of the airplane. Since these actions
impose an additional burden over that proposed in the previous NPRM, we
are reopening the comment period to allow the public the chance to
comment on these proposed changes.
DATES: We must receive comments on this supplemental NPRM by September
24, 2012.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this proposed 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; Internet https://www.myboeingfleet.com. You may review copies of the referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, Washington. For information on the availability of
this material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356;
phone: (425) 917-6490; fax: (425) 917-6590; email:
Kelly.McGuckin@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2005-
22523; Directorate Identifier 2005-NM-058-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR part 39 to include an AD that
would apply to certain The Boeing Company Model 767-200, -300, -300F,
and -400ER series airplanes. That NPRM published in the Federal
Register on September 27, 2005 (70 FR 56386). That NPRM proposed to
require drilling a drain hole in the flanged tubes for the E1A and E1B
elevator control cable aft pressure seals; doing repetitive inspections
for dirt, loose particles, or blockage of the flanged tube and drain
hole for the E1A and E1B elevator control cable aft pressure seals and
corrective action if necessary; replacing the aft air-intake duct
assembly with a new or modified aft air-intake duct assembly and
installing a dripshield; and installing gutters on the horizontal
stabilizer center section and modifying the side brace fittings.
Actions Since Previous NPRM (70 FR 56386, September 27, 2005) Was
Issued
Since we issued the previous NPRM (70 FR 56386, September 27,
2005), we have received reports of elevator control restrictions from
operators who had implemented the actions specified in the previous
NPRM.
Since we issued the previous NPRM (70 FR 56386, September 27,
2005), we have also received revised and new service information.
We have reviewed Boeing Service Bulletin 767-27-0204, Revision 2,
dated August 16, 2011 (for Model 767-200, -300, and -300F series
airplanes); and Boeing Service Bulletin 767-27-0205, Revision 2, dated
August 30, 2011 (for Model 767-400ER series airplanes). We referred to
Boeing Service Bulletin 767-27-0204, dated January 27, 2005; and Boeing
Service Bulletin 767-27-0205, dated January 27, 2005; as the
appropriate sources of service information for accomplishing the
[[Page 47564]]
actions proposed in paragraph (g) of the previous NPRM (70 FR 56386,
September 27, 2005). Revision 2 of this service information revises the
type of inspection from a detailed inspection to a general visual
inspection, and also revises the compliance times by basing one time on
the accomplishment of Boeing Service Bulletin 767-27A0219.
Boeing Service Bulletin 767-27-0204, Revision 2, dated August 16,
2011, revises the effectivity to specify line numbers 225, 226, 228
through 717, and 719 through 971, except airborne warning and control
system (AWACS) airplanes (previous effectivity was line numbers 225,
226 and 228 through 9999). Boeing Service Bulletin 767-27-0205,
Revision 2, dated August 30, 2011, also revises the effectivity to
specify line numbers 758 through 965 (Revision 2 of this service
information removes airplanes--the earlier revisions specified ``all''
airplanes). We have revised paragraphs (c) and (g) of this supplemental
NPRM to refer to this revised service information. We have also added
new paragraph (m)(1) to give credit for actions done before the
effective date of the AD using earlier versions of Boeing Service
Bulletin 767-27-0204, Revision 2, dated August 16, 2011; and Boeing
Service Bulletin 767-27-0205, Revision 2, dated August 30, 2011.
We have also reviewed Boeing Service Bulletin 767-27A0224, Revision
1, dated December 16, 2011, which describes procedures for replacing
the two existing pressure seal assemblies for the left elevator control
cables at the aft pressure bulkhead. The replacement also includes
closing existing drain holes for airplanes that have drain holes in the
seal block tubes. Boeing Service Bulletin 767-27A0224, Revision 1,
dated December 16, 2011, specifies that, for certain airplanes, the
replacement eliminates the need for the inspections specified in Boeing
Service Bulletin 767-27-0204, Revision 2, dated August 16, 2011; and
Boeing Service Bulletin 767-27-0205, Revision 2, dated August 30, 2011.
We have determined that the replacement specified in Boeing Service
Bulletin 767-27A0224, Revision 1, dated December 16, 2011, needs to be
done to address the identified unsafe condition instead of the actions
proposed in paragraph (f) of the previous NPRM (70 FR 56386, September
27, 2005). We have not retained paragraph (f) of the previous NPRM in
this supplemental NPRM. The effectivity of Boeing Service Bulletin 767-
27A0224, Revision 1, dated December 16, 2011, includes line numbers 906
through 974, which were not in the service information referenced in
paragraph (f) of the previous NPRM.
We have added new paragraph (h) to this supplemental NPRM to
propose to require the replacement specified in Boeing Service Bulletin
767-27A0224, Revision 1, dated December 16, 2011, for certain airplanes
and, for certain other airplanes, we have added new paragraph (l) in
this supplemental NPRM to provide the replacement as an optional
action. We have also added new paragraph (m)(2) to this supplemental
NPRM to give credit for actions done in accordance with Boeing Alert
Service Bulletin 767-27A0224, dated June 23, 2011.
We have also reviewed Boeing Service Bulletin 767-49A0035, Revision
2, dated June 2, 2006. We referred to Boeing Alert Service Bulletin
767-49A0035, Revision 1, dated December 11, 2003, as the appropriate
source of service information for accomplishing the actions proposed in
paragraph (h) of the previous NPRM (70 FR 56386, September 27, 2005).
Revision 2 of this service bulletin advises operators that it is
unnecessary to remove the forward intake duct. Revision 2 of this
service bulletin also adds notes and removes certain steps to clarify
the procedure. We have revised paragraph (i) of this supplemental NPRM
(which corresponds to paragraph (h) of the previous NPRM) to refer to
Boeing Service Bulletin 767-49A0035, Revision 2, dated June 2, 2006. We
have added new paragraph (m)(3) to this supplemental NPRM to give
credit for doing the applicable actions in accordance with Boeing Alert
Service Bulletin 767-49A0035, Revision 1, dated December 11, 2003.
We have also reviewed Boeing Service Bulletin 767-51A0027, Revision
1, dated October 12, 2006; and Boeing Service Bulletin 767-51A0028,
Revision 1, dated October 12, 2006. We referred to Boeing Alert Service
Bulletin 767-51A0027, dated December 9, 2004; and Boeing Alert Service
Bulletin 767-51A0028, dated December 9, 2004; as the appropriate
sources of service information for accomplishing the actions proposed
in paragraph (i) of the previous NPRM (70 FR 56386, September 27,
2005). Revision 1 of this service information adds a high frequency
eddy current inspection for cracks as an option to a certain dye
penetrant inspection, and adds a corrective action for those
inspections, i.e., oversizing the hole. Revision 1 of this service
information also adds an option to install the gutter as a one-piece
assembly. We have revised paragraph (j) of this supplemental NPRM
(which corresponds to paragraph (i) of the previous NPRM) to refer to
Boeing Service Bulletin 767-51A0027, Revision 1, dated October 12,
2006; and to Boeing Service Bulletin 767-51A0028, Revision 1, dated
October 12, 2006. We have added new paragraph (m)(4) to this
supplemental NPRM to give credit for doing actions in accordance with
Boeing Alert Service Bulletin 767-51A0027, dated December 9, 2004; and
Boeing Alert Service Bulletin 767-51A0028, dated December 9, 2004.
Comments
We gave the public the opportunity to comment on the previous NPRM
(70 FR 56386, September 27, 2005). The following presents the comments
received on the previous NPRM and the FAA's response to each comment.
Request To Withdraw the Previous NPRM (70 FR 56386, September 27, 2005)
Airlines for America, on behalf of its member Delta Airlines
(Delta), requested we withdraw the previous NPRM (70 FR 56386,
September 27, 2005). Delta stated that ``the root causes of the three
noted findings were not conclusively identified,'' and withdrawal would
be justified by the lack of documented blade seal leakage in service.
Delta noted that the Boeing 767 fleet has been in operation for over 20
years and has had relatively few instances of stiff controls in the
area of the modifications proposed by the previous NPRM. Delta stated
that the modifications involve a change in design of the aircraft to
divert possible water intrusion, yet the water intrusion was not a
concern until the second quarter of 2001. Delta indicated that ``it
seems unlikely that a poor design that is not age-related would cause
concern after so many years of time-tested, safe operations.'' Delta
stated that a regulatory action to correct a design problem that has
not been identified conclusively is unjustified.
We disagree with the commenter's request. The in-service events of
Model 767 airplane elevator control restrictions were investigated by
The Boeing Company subsequent to the events identified in the previous
NPRM (70 FR 56386, September 27, 2005). One of these events included
difficulty flaring the airplane and a subsequent hard landing. These
conditions made it difficult for the flightcrew to control the pitch of
the airplane because elevator control movements were restricted. The
investigation included analysis of flight data recorder information and
on-airplane testing. Determining the exact
[[Page 47565]]
location of suspected icing and conclusively identifying a root cause
was very difficult on in-service airplanes as the ice formed at high
altitudes, and then melted upon landing at an airport. In addition,
Boeing identified the most probable locations of the control system
freezing, and identified the probable locations of moisture ingress.
Boeing released service information as a result of this investigation.
We concur with Boeing's conclusions and the recommendations
contained in the service information. We have determined that an unsafe
condition exists on the affected airplanes, and is likely to exist or
develop on other airplanes of the same type design. Issuance of an AD
is the appropriate vehicle to correct an unsafe condition. No change
has been made to this supplemental NPRM in this regard.
Request to Extend Compliance Times
Airlines for America, on behalf of its member UPS, requested we
extend the compliance time for the replacement specified in paragraph
(h) of the previous NPRM (70 FR 56386, September 27, 2005) from 18 to
24 months. UPS stated that it has not accomplished the actions
specified in the relevant service information because there have been
no findings at UPS, nor have there been any problems related to
auxiliary power unit (APU) air intake duct water leakage causing stiff
operation of the pitch control system by freezing on the associated
linear variable differential transducer (LVDT). UPS stated that
continued normal maintenance and flight operations provide an
equivalent level of safety.
Airlines for America, on behalf of its member Delta, requested that
we extend the compliance time for the modification and installation
specified in paragraph (i) of the previous NPRM (70 FR 56386, September
27, 2005) from 60 to 72 months. Delta stated that the proposed
compliance time does not fall into a routine maintenance opportunity.
Delta noted again that there have been no specific instances of blade
seal leakage on an in-service aircraft, and stated that seal leakage
has occurred only during a ``wet-down'' test. Delta also stated that
Boeing has not indicated there is a freezing problem attributed to
stiff controls from blade seal leakage and that the root cause cannot
be identified conclusively. Delta stated this lack of conclusive
evidence over 20 years of operational history should be adequate to
establish a more amenable compliance time.
We disagree with both requests for extensions of the compliance
times. Since issuance of the previous NPRM (70 FR 56386, September 27,
2005), we have received several additional reports of elevator system
restrictions likely caused by ice accumulation. The compliance times of
18 months specified in paragraph (i) and 60 months specified in
paragraph (j) of this supplemental NPRM (which correspond to paragraphs
(h) and (i) of the previous NPRM (70 FR 56386, September 27, 2005)) are
based on our review of the manufacturer's recommended compliance times,
which are based on airplane-level risk assessment and input from the
lead airline. We have determined that these compliance times are
appropriate to ensure an acceptable level of safety for the affected
fleet. We have not changed this supplemental NPRM in this regard.
Request to Exclude Certain Requirements for Freighter Airplanes
Airlines for America, on behalf of its member UPS, requested that
we revise paragraphs (f) and (g) of the previous NPRM (70 FR 56386,
September 27, 2005) to exclude airplanes that do not have associated
aft galley installations. The commenter stated that aft galleys are not
installed on the Model 767-300F (freighter) airplanes in its fleet.
We disagree. We considered excluding freighter airplanes from the
specified paragraphs of this supplemental NPRM. Although a leaking aft
galley has been determined to potentially cause moisture to collect and
freeze on the elevator control cables in this area, other sources of
moisture were considered. These other sources include leaking cargo
containers, and rain, snow, and ice on cargo containers. In light of
these other potential moisture sources, we determined that paragraphs
(g) and (h) of this supplemental NPRM are also applicable to freighter
airplanes; paragraph (h) of this supplemental NPRM contains the new
actions we are proposing instead of the action proposed in paragraph
(g) of the previous NPRM (70 FR 56386, September 27, 2005).
Request to Revise Alternative Methods of Compliance (AMOC) Section
Boeing requested we revise the AMOC paragraph (i.e., paragraph (k))
of the previous NPRM (70 FR 56386, September 27, 2005) to include a
provision to allow repairs to be approved by a Boeing Company
Authorized Representative (AR) who has been authorized by the FAA to
make such findings.
We agree and have added new paragraph (n)(3) to this supplemental
NPRM accordingly.
Request to Change Service Information Reference
Delta requested we revise paragraph (f) of the previous NPRM (70 FR
56386, September 27, 2005) to refer to Boeing Service Bulletin 767-
27A0192, Revision 1, dated March 17, 2005.
We agree that paragraph (f) of the previous NPRM (70 FR 56386,
September 27, 2005) included an incorrect reference. However, we have
not restated that paragraph in this supplemental NPRM. We have not
revised this supplemental NPRM in this regard.
Additional Changes
We have added a new paragraph (d) to this supplemental NPRM to
provide the Air Transport Association (ATA) of America subject codes.
These codes are added to make this supplemental NPRM parallel with
other new AD actions.
We have revised the heading and wording for paragraph (m) of this
supplemental NPRM; this change does not affect the intent of that
paragraph.
FAA's Determination
We are proposing this supplemental NPRM because we evaluated all
the relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of these
same type designs. Certain changes described above expand the scope of
the original NPRM. As a result, we have determined that it is necessary
to reopen the comment period to provide additional opportunity for the
public to comment on this supplemental NPRM.
Proposed Requirements of the Supplemental NPRM
This supplemental NPRM would require, depending on airplane
configuration, repetitive general visual inspections for dirt, loose
particles, and blockage of the flanged tube and drain hole for the E1A
and E1B elevator control cable aft pressure seals, and corrective
actions if necessary; replacement of the two existing pressure seal
assemblies for the left elevator control cables at the aft pressure
bulkhead; replacement of the aft air-intake duct assembly with a new or
modified aft air-intake duct assembly and installation of a dripshield;
and installation of gutters on the horizontal stabilizer center section
and modification of the side brace fittings, including a dye penetrant
or high frequency eddy current inspection for cracking and damage and
corrective actions if necessary.
[[Page 47566]]
Differences Between the Proposed AD and the Service Information
Boeing Service Bulletin 767-51A0027, Revision 1, dated October 12,
2006; and Boeing Service Bulletin 767-51A0028, Revision 1, dated
October 12, 2006; specify to contact the manufacturer for instructions
on how to repair certain conditions, but this proposed AD would require
repairing those conditions in one of the following ways:
In accordance with a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes ODA whom we have authorized to make those findings.
Step 8 in Figures 6 and 10 of Boeing Service Bulletin 767-51A0027,
Revision 1, dated October 12, 2006; and Boeing Service Bulletin 767-
51A0028, Revision 1, dated October 12, 2006; specifies hydraulic hose,
part number AS115-08D0274; this supplemental NPRM specifies the correct
part number, AS115-08D0280.
For steps 4, 8, and 12 in Figures 6 and 10 of Boeing Service
Bulletin 767-51A0027, Revision 1, dated October 12, 2006; and Boeing
Service Bulletin 767-51A0028, Revision 1, dated October 12, 2006: This
supplemental NPRM allows hydraulic hose, part number AS115-08K0280, as
an option to part number AS115-08D0280.
For steps 2, 6, and 10 in Figures 6 and 10 of Boeing Service
Bulletin 767-51A0027, Revision 1, dated October 12, 2006; and Boeing
Service Bulletin 767-51A0028, Revision 1, dated October 12, 2006: This
supplemental NPRM allows hydraulic hose, part number AS115-06K0274, as
an option to part number AS115-06D0274.
Steps 3.B.16 and 3.B.17 of Boeing Service Bulletin 767-51A0027,
Revision 1, dated October 12, 2006; and Boeing Service Bulletin 767-
51A0028, Revision 1, dated October 12, 2006; specify to do a check of
the elevator power control actuator and a systems test of the autopilot
system. Those actions would not be required by this supplemental NPRM
because those systems are not disturbed during gutter installation.
Where Note (d) of Figure 8 of Boeing Service Bulletin 767-51A0027,
Revision 1, dated October 12, 2006; and Boeing Service Bulletin 767-
51A0028, Revision 1, dated October 12, 2006; specifies to ``install
collars on the upper surface of the gutter,'' this supplemental NPRM
would require that operators install these bolts with the bolt heads
either up or down provided that the bolt head direction prevents
interference between the collars and the hydraulic lines.
Step 1 of Figure 4 of Boeing Service Bulletin 767-49A0035, Revision
2, dated June 2, 2006, specifies to install the forward air-intake
duct. This action is not included in this supplemental NPRM because it
is not necessary for operators to remove the forward air-intake duct.
Costs of Compliance
We estimate that this proposed AD affects about 400 airplanes of
U.S. registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection of the flanged tube 2 work-hours x $85 $0 $170 per inspection $51,000 per
and drain hole (300 airplanes). per hour = $170 per cycle. inspection cycle.
inspection cycle.
Pressure seal replacement (300 7 work-hours x $85 261 856................. 256,800
airplanes). per hour = $595.
Aft air[dash]intake duct assembly 3 work-hours x $85 1,462 1,717............... 614,686
replacement and dripshield per hour = $255.
installation (358 airplanes).
Horizontal stabilizer gutter 12 work-hours x $85 1,902 2,922............... 1,034,388
installation and modification of per hour = $1,020.
the side brace fittings (354
airplanes).
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary cleaning that
would be required based on the results of the proposed inspection. We
have no way of determining the number of aircraft that might need this
cleaning.
On-condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Cleaning................................... 1 work-hour x $85 per hour = $85... $0 $85
----------------------------------------------------------------------------------------------------------------
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 determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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.
[[Page 47567]]
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive (AD):
The Boeing Company: Docket No. FAA-2005-22523; Directorate
Identifier 2005-NM-058-AD.
(a) Comments Due Date
We must receive comments by September 24, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category; as
identified in the service information specified in paragraphs
(c)(1), (c)(2), (c)(3), (c)(4), (c)(5), and (c)(6) of this AD.
(1) Boeing Service Bulletin 767-27A0224, Revision 1, dated
December 16, 2011.
(2) Boeing Service Bulletin 767-49A0035, Revision 2, dated June
2, 2006.
(3) Boeing Service Bulletin 767-27-0204, Revision 2, dated
August 16, 2011.
(4) Boeing Service Bulletin 767-27-0205, Revision 2, dated
August 30, 2011.
(5) Boeing Service Bulletin 767-51A0027, Revision 1, dated
October 12, 2006.
(6) Boeing Service Bulletin 767-51A0028, Revision 1, dated
October 12, 2006.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 27, Flight controls; 49, Airborne auxiliary
power; 51, Standard practices/structures.
(e) Unsafe Condition
This AD was prompted by reports of stiff operation of the
elevator pitch control system and jammed elevator controls. We are
issuing this AD to prevent moisture from collecting and freezing on
the elevator control system components, which could limit the
ability of the flightcrew to make elevator control inputs and result
in reduced controllability of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspections and Corrective Actions
For airplanes identified in Boeing Service Bulletin 767-27-0204,
Revision 2, dated August 16, 2011; and Boeing Service Bulletin 767-
27-0205, Revision 2, dated August 30, 2011: At the applicable time
specified in paragraph (g)(1) or (g)(2) of this AD, do a general
visual inspection for dirt, loose particles, and blockage of the
flanged tube and drain hole for the E1A and E1B elevator control
cable aft pressure seals, and all applicable corrective actions, in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 767-27-0204, Revision 2, dated August 16, 2011 (for Model
767-200, -300, and -300F series airplanes); or Boeing Service
Bulletin 767-27-0205, Revision 2, dated August 30, 2011 (for Model
767-400ER series airplanes). Do all applicable corrective actions
before further flight. Repeat the inspection thereafter at intervals
not to exceed 24 months.
(1) For airplanes on which Boeing Service Bulletin 767-27A0219
has been done as of the effective date of this AD: Do the inspection
at the time specified in paragraph (g)(1)(i) or (g)(1)(ii) of this
AD, whichever occurs later.
(i) Within 24 months after doing the actions specified in Boeing
Service Bulletin 767-27A0219.
(ii) Within 6 months after the effective date of this AD.
(2) For airplanes on which Boeing Service Bulletin 767-27A0219
has not been done as of the effective date of this AD: Do the
inspection at the time specified in paragraph (g)(2)(i) or
(g)(2)(ii) of this AD, whichever occurs later.
(i) Within 24 months after the effective date of this AD.
(ii) Within 24 months since the date of issuance of the original
airworthiness certificate or the date of issuance of the original
export certificate of airworthiness.
(h) Replacement--Pressure Seal Assemblies
For Group 1, Configuration 1-2 airplanes; Group 2, Configuration
1 airplanes; and Group 4, Configuration 1-2 airplanes; as identified
in Boeing Service Bulletin 767-27A0224, Revision 1, dated December
16, 2011: Within 24 months after the effective date of this AD,
replace the two existing pressure seal assemblies for the left
elevator control cables at the aft pressure bulkhead, in accordance
with the Accomplishment Instructions of Boeing Service Bulletin 767-
27A0224, Revision 1, dated December 16, 2011. Accomplishing this
replacement terminates the inspections required by paragraph (g) of
this AD.
(i) Replacement--Air-Intake Duct Assembly and Installation--Dripshield
For airplanes identified in Boeing Service Bulletin 767-49A0035,
Revision 2, dated June 2, 2006: Within 18 months after the effective
date of this AD, replace the aft air-intake duct assembly with a new
or modified aft air-intake duct assembly and install a dripshield,
in accordance with the Accomplishment Instructions of Boeing Service
Bulletin 767-49A0035, Revision 2, dated June 2, 2006, except as
provided by paragraph (k)(1) of this AD.
(j) Gutter Installation and Side Brace Modification
For airplanes identified in Boeing Service Bulletin 767-51A0027,
Revision 1, dated October 12, 2006; and Boeing Service Bulletin 767-
51A0028, Revision 1, dated October 12, 2006: Within 60 months after
the effective date of this AD, install gutters on the horizontal
stabilizer center section, and modify the side brace fittings,
including doing a dye penetrant or high frequency eddy current
inspection for cracking and damage of the drain hole and all
applicable corrective actions, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 767-51A0027, Revision 1,
dated October 12, 2006 (for Model 767-200, -300, and -300F series
airplanes); or Boeing Service Bulletin 767-51A0028, Revision 1,
dated October 12, 2006 (for Model 767-400ER series airplanes);
except as provided by paragraphs (k)(2), (k)(3), (k)(4), (k)(5),
(k)(6), and (k)(7) of this AD.
(k) Exceptions to Service Information
(1) Where Step 1 of Figure 4 of Boeing Service Bulletin 767-
49A0035, Revision 2, dated June 2, 2006, specifies installing the
forward air-intake duct, that installation is not required by this
AD.
(2) Where Boeing Service Bulletin 767-51A0027, Revision 1, dated
October 12, 2006; and Boeing Service Bulletin 767-51A0028, Revision
1, dated October 12, 2006; specify to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (n) of this
AD.
(3) Where step 8 in Figures 6 and 10 of Boeing Service Bulletin
767-51A0027, Revision 1, dated October 12, 2006; and Boeing Service
Bulletin 767-51A0028, Revision 1, dated October 12, 2006; specify
hydraulic hose, part number AS115-08D0274, the correct part number
is AS115-08D0280.
(4) For steps 4, 8, and 12 in Figures 6 and 10 of Boeing Service
Bulletin 767-51A0027, Revision 1, dated October 12, 2006; and Boeing
Service Bulletin 767-51A0028, Revision 1, dated October 12, 2006:
Hydraulic hose, part number AS115-08K0280, is an option to part
number AS115-08D0280.
(5) For steps 2, 6, and 10 in Figures 6 and 10 of Boeing Service
Bulletin 767-51A0027, Revision 1, dated October 12, 2006; and Boeing
Service Bulletin 767-51A0028,
[[Page 47568]]
Revision 1, dated October 12, 2006: Hydraulic hose, part number
AS115-06K0274, is an option to part number AS115-06D0274.
(6) Steps 3.B.16 and 3.B.17 of Boeing Service Bulletin 767-
51A0027, Revision 1, dated October 12, 2006; and Boeing Service
Bulletin 767-51A0028, Revision 1, dated October 12, 2006; are not
required by this AD.
(7) Where Note (d) of Figure 8 of Boeing Service Bulletin 767-
51A0027, Revision 1, dated October 12, 2006; and Boeing Service
Bulletin 767-51A0028, Revision 1, dated October 12, 2006; specifies
to ``install collars on the upper surface of the gutter,'' this AD
requires that operators install these bolts with the bolt heads
either up or down provided that the bolt head direction prevents
interference between the collars and the hydraulic lines.
(l) Optional Replacement--Pressure Seal Assemblies
For Group 1, Configuration 3-4 airplanes; Group 2, Configuration
2-3 airplanes; Group 3 airplanes; and Group 4, Configuration 3-4
airplanes; as identified in Boeing Service Bulletin 767-27A0224,
Revision 1, dated December 16, 2011: Replacing the two existing
pressure seal assemblies for the left elevator control cables at the
aft pressure bulkhead, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 767-27A0224, Revision 1,
dated December 16, 2011, terminates the inspections required by
paragraph (g) of this AD.
(m) Credit for Previous Actions
(1) This paragraph provides credit for the actions required by
paragraph (g) of this AD, if the actions were performed before the
effective date of this AD using the applicable service information
in paragraph (m)(1)(i) or (m)(1)(ii) of this AD.
(i) For Model 767-200, -300, and -300F series airplanes: Boeing
Service Bulletin 767-27-0204, dated January 27, 2005; or Boeing
Service Bulletin 767-27-0204, Revision 1, dated February 12, 2009.
(ii) For Model 767-400ER series airplanes: Boeing Service
Bulletin 767-27-0205, dated January 27, 2005; or Boeing Service
Bulletin 767-27-0205, Revision 1, dated February 12, 2009.
(2) This paragraph provides credit for the actions required by
paragraphs (h) and (l) of this AD, if the actions were performed
before the effective date of this AD using Boeing Alert Service
Bulletin 767-27A0224, dated June 23, 2011.
(3) This paragraph provides credit for the actions required by
paragraph (i) of this AD, if the actions were performed before the
effective date of this AD using Boeing Alert Service Bulletin 767-
49A0035, Revision 1, dated December 11, 2003.
(4) This paragraph provides credit for the actions required by
paragraph (j) of this AD, if the actions were performed before the
effective date of this AD using Boeing Alert Service Bulletin 767-
51A0027, dated December 9, 2004; or Boeing Alert Service Bulletin
767-51A0028, dated December 9, 2004.
(n) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. 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 the approval must
specifically refer to this AD.
(o) Related Information
(1) For more information about this AD, contact Kelly McGuckin,
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, FAA,
Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton,
WA 98057-3356; phone: (425) 917-6490; fax: (425) 917-6590; email:
Kelly.McGuckin@faa.gov.
(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; Internet https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington. For information on the
availability of this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on July 31, 2012.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-19532 Filed 8-8-12; 8:45 am]
BILLING CODE 4910-13-P
