[Federal Register Volume 77, Number 88 (Monday, May 7, 2012)]
[Rules and Regulations]
[Pages 26663-26667]
From the Federal Register Online via the Government Publishing 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.
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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 [email protected];
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 http://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: [email protected].
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
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Parts Cost on U.S.
Action Labor cost cost Cost per product operators
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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.
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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
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Action Labor cost Parts cost Cost per product
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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.
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Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that 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 (http://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: [email protected].
(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: [email protected].
(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
[email protected]; 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: http://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