52212 Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Denver 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. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(3) AMOCs approved for AD 52–02–02 (21 

FR 9447, December 4, 1956) are approved as 

AMOCs for this AD. 

(j) Related Information 

For more information about this AD, 

contact Roger Caldwell, Aerospace Engineer, 

FAA, Denver ACO, 26805 East 68th Ave., 

Room 214, Denver, Colorado 80249–6361; 

telephone: (303) 342–1086; fax: (303) 342– 

1088; email: roger.caldwell@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Ercoupe Service Memorandum No. 56, 

Revision A, dated September 1, 2008; 

(ii) Ercoupe Service Memorandum No. 57, 

Revision A, dated September 1, 2008; 

(iii) Ercoupe Service Memorandum No. 35, 

revised January 6, 2006; 

(iv) Ercoupe Service Memorandum No. 

35A, Revision A, dated September 1, 2008; 

(v) Ercoupe Service Memorandum No. 20, 

Revision A, dated September 1, 2008; and 

(vi) Mooney M–10 Service and 

Maintenance Manual, Serial Numbers 690001 

through 690011 and 700001 and on, Section 

V, pages 5–1 through 5–4, Revision A, dated 

September 1, 2008. 

Note for paragraph (k)(2)(i), (k)(2)(ii), 

(k)(2)(iv), (k)(2)(v), and (k)(2)(vi) of this AD: 

The only change in Revision A of the above 

listed service information was to add dates to 

the previously undated service information. 

(3) For Univair Aircraft Corporation service 

information identified in this AD, contact 

Univair Aircraft Corporation, 2500 Himalaya 

Road, Aurora, Colorado 80011; telephone: 

(303) 375–8882, facsimile: (303) 375–8888; 

Internet: http://univairparts.com. 

(4) You may view this service information 

at FAA, Small Airplane Directorate, 901 

Locust St., Kansas City, MO 64106. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

(5) You may view this 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/ 

index.html. 

Issued in Kansas City, Missouri, on August 

16, 2012. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–21018 Filed 8–28–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1326; Directorate 

Identifier 2010–NM–177–AD; Amendment 

39–17144; AD 2012–15–15] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

certain The Boeing Company Model 

757–200, –200CB, and –300 series 

airplanes. That AD currently requires 

initial and repetitive inspections of the 

fuselage skin and bear strap at the 

forward, upper corner of the L1 entry 

door cutout for cracking, and repair if 

necessary. That action also provides an 

optional terminating action for the 

repetitive inspections. This new AD 

requires additional inspections for 

airplanes having repairs or preventative 

modifications installed and inspections 

for certain other airplanes. This AD also 

adds airplanes to the applicability. This 

AD was prompted by reports of 

additional cracking in the fuselage skin. 

We are issuing this AD to detect and 

correct cracking of the fuselage skin and 

bear strap at the forward upper corner 

of the L1 entry door cutout, which could 

result in reduced structural integrity of 

the L1 entry door, and consequent rapid 

decompression of the airplane. 

DATES: This AD is effective October 3, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 3, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of May 24, 2004 (69 FR 

25481, May 7, 2004). 

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; 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 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6440; fax: 425–917–6590; email: 

nancy.marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, 

May 7, 2004). That AD applies to the 

specified products. The NPRM 

published in the Federal Register on 

December 29, 2011 (76 FR 81890). That 

NPRM proposed to continue to require 

initial and repetitive inspections of the 

fuselage skin and bear strap at the 

forward upper corner of the L1 entry 

door cutout for cracking, and repair if 

necessary. That NPRM also provided an 

optional terminating action for the 

repetitive inspections. That NPRM also 

proposed to require additional 

inspections for airplanes having repairs 

or preventative modifications installed 

and inspections for certain other 

airplanes. That NPRM also proposed to 

add airplanes to the applicability. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

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Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 52213 

following presents the comments 

received on the proposal (76 FR 81890, 

December 29, 2011) and the FAA’s 

response to each comment. 

Request To Add Compliance Time for 

Group 2 Airplanes 

Allegiant Air requested that we revise 

paragraph (k) of the NPRM (76 FR 

81890, December 29, 2011) to include a 

90-day compliance time for airplanes in 

Group 2. The commenter stated that 

Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009, specifies a compliance 

time after the ‘‘original issue date’’ or 

‘‘Revision 1 date of the service 

bulletin.’’ Allegiant Air stated that 

Group 2 airplanes may have 

accumulated more than 500 flight cycles 

since August 12, 2009 (the issue date of 

Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1), and 

therefore airplanes would be noncompliant with the AD as soon as the 

AD is published. 

We partially agree with the 

commenter. We disagree with adding a 

90-day compliance time because 

paragraph (p)(1) of the AD includes an 

exception to the compliance times that 

refers to the dates in Boeing Special 

Attention Service Bulletin 757–53– 

0094, Revision 1, dated August 12, 

2009. However, we have clarified 

paragraph (k) of this AD by referring to 

paragraph (p)(1) of this AD as an 

exception to the compliance times. We 

have also revised the language in 

paragraph (p)(1) of this AD for clarity. 

Request To Change Repetitive Intervals 

American Airlines (AAL) and United 

Airlines (United) requested that we 

extend the repetitive intervals. AAL 

requested that we change the repetitive 

intervals specified in paragraphs (h) and 

(k) of the NPRM (76 FR 81890, 

December 29, 2011) from 1,400 flight 

cycles to 2,200 flight cycles. AAL stated 

that they have inspected over 50 percent 

of its fleet prior to the effective date of 

the NPRM, and have had no findings. 

AAL believes that the repetitive interval 

could be extended without jeopardizing 

safety. United requested that we 

lengthen the interval of the repetitive 

inspections from 1,400 flight cycles to 

3,000 flight cycles, to align with 

normally scheduled maintenance. 

United also noted that other areas of the 

airplane fuselage skin shown in the 

Boeing structural repair manual (SRM) 

have intervals as long as 3,000 flight 

cycles. 

We disagree with changing the 

repetitive interval as requested. A 

damage tolerance analysis of the 

predicted crack growth rate is used to 

establish the repetitive intervals of 1,400 

flight cycles. These repetitive intervals 

must include the variability of crack 

growth rate between airplanes and 

include a probability of detection of the 

cracks for the method used for the 

inspection. The door surround structure 

appears to have higher stress levels than 

the other portions of the fuselage skin 

inspected by the repairs in the Boeing 

SRM. This is the main cause for the 

fatigue cracking addressed by Boeing 

Special Attention Service Bulletin 757– 

53–0094, Revision 1, dated August 12, 

2009. The other areas of fuselage skin in 

the Boeing SRM have not demonstrated 

this premature fatigue cracking 

requiring the higher repetitive 

inspection intervals. We have 

determined that the 1,400 flight cycle 

interval is necessary to address the 

identified unsafe condition. No change 

has been made to this AD in this regard; 

however, operators may request an 

alternative method of compliance 

(AMOC) according to the provision of 

paragraph (r) of this AD, if the request 

is submitted with substantiating data 

that proves the repetitive interval will 

provide an adequate level of safety. 

Request To Add Option for Repetitive 

Inspection Intervals 

AAL requested that we revise the 

1,400 flight cycle intervals for the eddy 

current inspection to include an option 

for a 1,000 flight cycle detailed 

inspection combined with a 3,000 flight 

cycle eddy current inspection to permit 

the eddy current inspections to be 

accomplished during normally 

scheduled maintenance intervals. 

We disagree. Since no analysis was 

provided to demonstrate that the 

proposal provides an acceptable level of 

safety, we disagree with adding the 

requested option. It is unlikely that an 

analysis would demonstrate that the 

requested 1,000 flight cycle detailed 

inspections are adequate compared to 

the probability of detection by the eddy 

current inspections at 1,400 flight 

cycles, since the eddy current 

inspection methods are used to find 

very small cracks not readily detected 

by the human eye. Further, the 

inspections of the bear strap structure 

cannot be accomplished visually since 

the bear strap is covered by the fuselage 

skin. According to the provisions of 

paragraph (r) of this AD, operators may 

request an AMOC to include an option 

to the repetitive inspection intervals, if 

the request is submitted with 

substantiating data that proves that the 

alternate method and intervals will 

provide an adequate level of safety. No 

change has been made to this AD in this 

regard. 

Request To Revise Compliance Time 

United requested that we revise the 

compliance time to increase the time 

allowed after the effective date from 500 

flight cycles to 1,400 flight cycles. 

United stated that it would be a better 

transition for implementation of the 

inspections as 1,400 flight cycles would 

permit normal scheduling for the 

airplanes. 

We disagree with revising the 

compliance time. In developing an 

appropriate compliance time for this 

AD, we considered not only the safety 

implications, but the manufacturer’s 

recommendations, the availability of 

required parts, and the practical aspect 

of accomplishing the inspections within 

an interval of time that corresponds to 

typical scheduled maintenance for 

affected operators. Under the provisions 

of paragraph (r) of this AD, however, we 

may consider requests for adjustments 

to the compliance time if data are 

submitted to substantiate that such an 

adjustment would provide an acceptable 

level of safety. 

Request Credit for Repetitive 

Inspections Defined in Figure 1 of 

Boeing Special Attention Service 

Bulletin 757–53–0089, Dated March 18, 

2004 

Delta Airlines, Inc. (Delta) requested 

that we revise the NPRM (76 FR 81890, 

December 29, 2011) to give credit for the 

inspections done using Figure 1 of 

Boeing Special Attention Service 

Bulletin 757–53–0089, dated March 18, 

2004. This service bulletin is the 

appropriate source of service 

information for accomplishing the 

actions required by AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, 

May 7, 2004). Delta stated that the new 

inspections would be required in less 

than 500 flight cycles after the effective 

date of the new AD for airplanes that 

were already on the 1,400 flight cycle 

repetitive inspection required by AD 

2004–09–32. 

We disagree with this request to 

revise this AD. The inspections 

specified in Figure 1 in both Boeing 

Special Attention Service Bulletin 757– 

53–0089, dated March 18, 2004; and 

Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009; are the same method, 

locations, and sections of the Boeing 

757 Non-destructive Testing Manual. 

Since paragraph (f) of this AD already 

provides credit for previous 

accomplishment of the inspection, no 

change has been made to the AD in this 

regard. 

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52214 Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 

Request To Revise Applicability 

UPS requested that we revise 

paragraph (c) of the NPRM (76 FR 

81890, December 29, 2011) to add the 

text, ‘‘as specified in Boeing Special 

Attention Service Bulletin 757–53– 

0094, Revision 1, dated August 12, 

2009.’’ UPS stated that the NPRM is 

applicable to all Model 757–200 

airplanes. 

We agree to clarify the applicability 

paragraph. All Model 757–200, –200CB, 

and –300 series airplanes are affected by 

this AD, as specified in paragraph (c) of 

this AD. Model 757–200PF airplanes are 

not listed in the applicability and are 

not affected by the identified unsafe 

condition. We have clarified paragraph 

(c) of this AD by adding a sentence that 

specifies that Model 757–200PF series 

airplanes are not affected by this AD. 

Request To Clarify Paragraph (g)(3) of 

the NPRM (76 FR 81890, December 29, 

2011) 

Boeing requested that we clarify 

paragraph (g)(3) of the NPRM (76 FR 

81890, December 29, 2011) by adding 

the text, ‘‘around each fastener of the 

subject door edge corner for cracking,’’ 

to be consistent with paragraphs (g)(1) 

and (g)(2) of the NPRM. 

We disagree with the request. Boeing 

Special Attention Service Bulletin 757– 

53–0094, Revision 1, dated August 12, 

2009, clearly defines the inspection. No 

change has been made to the AD in this 

regard. 

Request To Clarify Access Steps 

AAL requested that we add a 

statement to clarify the steps required to 

access the inspection area. AAL stated 

that this note is included in many 

Boeing service bulletins, but was not 

included in Boeing Special Attention 

Service Bulletin 757–53–0094, dated 

January 16, 2008; or Boeing Special 

Attention Service Bulletin 757–53– 

0094, Revision 1, dated August 12, 

2009. 

We agree that clarification is needed. 

We have added paragraph (p)(6) to this 

AD to state that if it is necessary to 

remove more parts for access, you may 

remove those parts, but it is not 

necessary to remove all of the parts. We 

have also added a reference to 

paragraph (p)(6) in paragraph (k) of this 

AD. 

Request To Clarify Paragraph (n) of the 

NPRM (76 FR 81890, December 29, 

2011) 

Boeing requested that we clarify 

paragraph (n) of the NPRM (76 FR 

81890, December 29, 2011) by revising 

the text from, ‘‘a repair doubler, tripler, 

or quadrupler is installed;’’ to ‘‘a repair 

doubler; a doubler and a tripler; or a 

doubler, tripler, and quadrupler.’’ 

Boeing stated that a tripler installation 

also has a doubler installed, and a 

quadrupler installation also has a 

doubler and a tripler installed. Each 

combination has unique inspection 

requirements. 

We agree that the requested text 

would provide clarity to the operators. 

Paragraph (n) of this AD has been 

revised to include the text, ‘‘a repair 

doubler; a doubler and a tripler; or a 

doubler, tripler, and quadrupler.’’ 

Request To Revise Compliance Time 

Exceptions 

Delta requested that the exceptions to 

certain compliance times in paragraph 

(p)(2) of the NPRM (76 FR 81890, 

December 29, 2011), be revised to 

include a third option of 4,000 flight 

cycles since installation of the 

preventive modification or repair. Delta 

stated that, by adding a third criteria of 

4,000 flight cycles after installation, the 

inspection would be required at the next 

repetitive interval. 

We agree that an optional compliance 

time is needed. In the case of an 

airplane that has more than 37,500 total 

flight cycles and has had the 

modification or the required repair 

installed more than 24 months after the 

effective date of the AD, the inspections 

would be required immediately. We 

have added paragraph (p)(2)(iii) to this 

AD to add an optional compliance time 

of 4,000 flight cycles since installation 

of the preventive modification or repair. 

Request To Permit Fastener and 

Material Substitution 

AAL requested that the NPRM (76 FR 

81890, December 29, 2011) be revised to 

allow substitution of certain fasteners 

and materials as specified in Chapter 51 

of the Boeing 757 SRM and Boeing 

Drawing 65–88700. 

We partially agree with the request. 

We disagree because Boeing Drawing 

65–88700 is not an FAA-approved 

document. However, we agree that the 

Boeing 757 SRM, which is an FAAapproved document, is an appropriate 

source of information for fastener and 

material substitution. We have added 

paragraph (p)(4) to this AD to allow 

fasteners and material to be substituted, 

as specified in Chapter 51 of the Boeing 

757 SRM to be used as an appropriate 

source of information for fastener and 

material substitution. We have also 

revised paragraphs (l) and (m) of this 

AD to refer to this exception. 

Request To Permit Fastener Grip 

Length Adjustment Substitution 

AAL requested that we permit 

fastener grip length adjustment 

substitution and washer installation for 

fastener grip length, as specified in 

Chapter 51 of the Boeing 757 SRM. 

We agree that Chapter 51 of the 

Boeing 757 SRM is an appropriate 

source for fastener grip length 

adjustment substitution. We have added 

paragraph (p)(5) to this AD to allow 

Chapter 51 of the Boeing 757 SRM to be 

used as an appropriate source of 

information for fastener grip length 

adjustment substitutions. We have also 

revised paragraphs (l) and (m) of this 

AD to refer to this exception. 

Request To Allow Credit for Previous 

Inspections 

AAL requested that we allow credit 

for inspections done previously using 

Boeing Special Attention Service 

Bulletin 757–53–0094, dated January 16, 

2008. 

We agree. We have added paragraph 

(q) to this AD to allow the inspections 

for airplanes in Group 1, Configurations 

1 and 2; and Group 2, Configuration 1; 

as defined in Boeing Special Attention 

757–53–0094, Revision 1, dated August 

12, 2009, done prior to the effective date 

of this AD, if done using Boeing Special 

Attention Service Bulletin 757–53– 

0094, dated January 16, 2008. We have 

also updated subsequent paragraph 

identifiers accordingly. 

Other Changes Made to This AD 

We have revised certain headings 

throughout this AD. We have also 

revised paragraph (h) of this AD to 

specify that the repair in paragraph (i) 

of this AD also terminates the repetitive 

inspections. 

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 

81890, December 29, 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 81890, 

December 29, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

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Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 52215 

Costs of Compliance 

We estimate that this AD affects 591 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Work-hours Average labor 

rate per hour Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspections (retained actions 

from existing AD 2004–09– 

32, Amendment 39–13622 

(69 FR 25481, May 7, 

2004)).

2 $85 $170 per inspection cycle ..... 57 $9,690 per inspection cycle. 

Inspection (new action) ......... 3 85 $255 per inspection cycle ..... 591 $150,705 per inspection 

cycle. 

Inspection (new action) ......... 15 85 $1,275 per inspection cycle .. 591 $753,525 per inspection 

cycle. 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

inspections. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Repair ............................................ Up to 26 work-hours × $85 = Up 

to $2,210.

Up to $2,661 ................................. Up to $4,871 depending on configuration. 

Preventive modification .................. 18 work-hours × $85 = $1,530 ..... $1,338 ........................................... $2,868 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2004–09–32, Amendment 39–13622 (69 

FR 25481, May 7, 2004), and adding the 

following new AD: 

2012–15–15 The Boeing Company: 

Amendment 39–17144; Docket No. 

FAA–2011–1326; Directorate Identifier 

2010–NM–177–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective October 3, 2012. 

(b) Affected ADs 

This AD supersedes AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 757–200, –200CB, and –300 

series airplanes, certificated in any category. 

Model 757–200PF series airplanes are not 

affected by 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 reports of 

additional cracking in the fuselage skin and 

bear strap at the forward upper corner of the 

L1 entry door cutout. We are issuing this AD 

to detect and correct cracking of the fuselage 

skin and bear strap at the forward upper 

corner of the L1 entry door cutout, which 

could result in reduced structural integrity of 

the L1 entry door, and consequent rapid 

decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

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52216 Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 

(g) Retained Initial Inspections 

This paragraph restates the requirements of 

paragraph (a) of AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004), with a new terminating action. For 

airplanes having line numbers 1 through 90 

inclusive: Within 500 flight cycles after May 

24, 2004 (the effective date of AD 2004–09– 

32), or within 90 days after May 24, 2004 (the 

effective date of AD 2004–09–32), whichever 

occurs later, do the inspections of the 

forward upper corner of the L1 entry door 

cutout specified in paragraphs (g)(1), (g)(2), 

and (g)(3) of this AD, per Part 1 of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 757–53–0089, dated March 

18, 2004, until the initial inspection required 

by paragraph (k) of this AD has been done. 

Doing the repair specified in paragraph (i) or 

(l) of this AD, or doing the preventive 

modification specified in paragraph (j) of this 

AD, terminates the inspections required by 

this paragraph. 

(1) Do a high frequency eddy current 

(HFEC) inspection for cracking of the 

fuselage skin around the adjacent fasteners. 

(2) Do an HFEC inspection for cracking 

along the edge of the skin and bear strap. 

(3) Do a low frequency eddy current (LFEC) 

inspection for cracking of the bear strap 

around each fastener. 

(h) Retained: Repetitive Inspections and 

New Terminating Modification When No 

Crack Is Detected 

This paragraph restates the requirements of 

paragraph (b) of AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004), with a new terminating modification. 

If no crack is detected during any inspection 

required by paragraph (g) of this AD: Repeat 

the inspections required by paragraph (g) of 

this AD at intervals not to exceed 1,400 flight 

cycles, until the requirements of paragraph 

(k) of this AD are done. Doing the repair 

specified in paragraph (i) or (l) of this AD, 

or doing the preventive modification 

specified in paragraph (j) of this AD, as 

applicable, terminates the repetitive 

inspections required by this paragraph. 

(i) Retained: Repair, With New Repair 

Option When Any Crack Is Detected 

This paragraph restates the requirements of 

paragraph (c) of AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004), with a new repair option. If any crack 

is detected during any inspection required by 

paragraph (g) or (h) of this AD, and Boeing 

Special Attention Service Bulletin 757–53– 

0089, dated March 18, 2004, specifies to 

contact Boeing for appropriate action: Before 

further flight, repair, in accordance with a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

in accordance with data meeting the type 

certification basis of the airplane approved 

by the Boeing Commercial Airplanes 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, Seattle ACO, to make such 

findings; or using a method approved in 

accordance with the procedures specified in 

paragraph (r) of this AD. For a repair method 

to be approved, the approval must 

specifically reference this AD. Doing the 

repair terminates the inspections required by 

paragraphs (g) and (h) of this AD. 

(j) Retained Optional Preventive 

Modification 

This paragraph restates the optional 

preventive modification specified in 

paragraph (d) of AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004); As an alternative to accomplishing the 

inspections required by paragraphs (g) and 

(h) of this AD, do the optional preventative 

modification of the forward upper corner of 

the L1 entry door cutout, and do all 

applicable related investigative/corrective 

actions, by accomplishing all the actions 

specified in Part 2 of the Work Instructions 

of Boeing Special Attention Service Bulletin 

757–53–0089, dated March 18, 2004. 

Accomplishment of the modification 

constitutes terminating action for the 

inspections required by paragraphs (g) and 

(h) of this AD. 

(k) New Inspections 

For airplanes in Group 1, Configurations 1 

and 2, and Group 2, Configuration 1 as 

defined in Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009: Except as provided by 

paragraph (p)(1) of this AD, at the applicable 

times specified in paragraph 1.E, 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 757–53–0094, Revision 1, 

dated August 12, 2009, do HFEC and LFEC 

inspections for cracking of the skin and bear 

strap at the forward upper corner of the L1 

entry door cutout, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–53– 

0094, Revision 1, dated August 12, 2009, 

except as provided by paragraph (p) of this 

AD. Repeat the inspections thereafter at 

intervals not to exceed 1,400 flight cycles. 

Doing the initial inspection required by this 

paragraph terminates the inspections 

required by paragraphs (g) and (h) of this AD. 

Doing the repair specified in paragraph (l) of 

this AD, or doing the optional preventive 

modification specified in paragraph (m) of 

this AD, terminates the inspections required 

by this paragraph. 

(l) New Terminating Repair 

If any cracking is found during any 

inspection required by paragraph (k) of this 

AD, before further flight, repair in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

757–53–0094, Revision 1, dated August 12, 

2009, except as required by paragraph (p) of 

this AD. Doing the repair terminates the 

repetitive inspections required by paragraph 

(k) of this AD. 

(m) Optional Preventive Modification 

Accomplishing the optional preventive 

modification, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–53– 

0094, Revision 1, dated August 12, 2009, 

except as provided by paragraph (p) of this 

AD, terminates the repetitive inspections 

required by paragraph (k) of this AD. 

(n) New Inspections and Repair 

For airplanes in Group 1, Configurations 3 

and 5, and Group 2, Configurations 2 and 4, 

as identified in Boeing Special Attention 

Service Bulletin 757–53–0094, Revision 1, 

dated August 12, 2009, with a repair doubler; 

a doubler and a tripler; or a doubler, tripler, 

and quadrupler installed; or with a 

preventive modification doubler installed: At 

the applicable times specified in paragraph 

1.E, ‘‘Compliance,’’ of Boeing Special 

Attention Service Bulletin 757–53–0094, 

Revision 1, dated August 12, 2009, except as 

required by paragraph (p)(2) of this AD, do 

LFEC, HFEC, and detailed inspections, as 

applicable, for cracking of the doubler, 

tripler, quadrupler, skin, bear strap, and 

inner chord strap, as applicable, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 757–53–0094, Revision 1, 

dated August 12, 2009. Repeat the 

inspections thereafter at the applicable times 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

757–53–0094, Revision 1, dated August 12, 

2009. 

(o) New Repair 

If any cracking is found during any 

inspection required by paragraph (n) of this 

AD, before further flight, repair the crack in 

accordance with the procedures specified in 

paragraph (r) of this AD. 

(p) New Exceptions to Service Bulletin 

Specifications 

The following exceptions apply to this AD. 

(1) Where Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009, specifies a compliance time 

after the ‘‘original issue date’’ or ‘‘Revision 1 

date of the service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) Where Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009, specifies doing the HFEC, 

LFEC, and detailed inspections required by 

paragraph (n) of this AD before the 

accumulation of 37,500 total flight cycles, 

this AD requires the inspections to be 

accomplished at the latest of the times 

specified in paragraphs (p)(2)(i), (p)(2)(ii), 

and (p)(2)(iii) of this AD. 

(i) Before the accumulation of 37,500 total 

flight cycles. 

(ii) Within 24 months after the effective 

date of this AD. 

(iii) Within 4,000 flight cycles since 

installation of a repair doubler; a doubler and 

a tripler; or a doubler, tripler, and 

quadrupler; or on which a preventive 

modification doubler is installed; in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 757–53–0094, Revision 1, 

dated August 12, 2009, or in accordance with 

paragraph (h) of this AD. 

(3) Where Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009, specifies contacting Boeing 

for repair instructions, this AD requires 

repairing in accordance with the procedures 

specified in paragraph (r) of this AD. 

(4) Where Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

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Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Rules and Regulations 52217 

August 12, 2009, specifies a specific fastener 

and material to be used for accomplishing a 

repair, this AD allows the substitution of 

fastener and material, as specified in Chapter 

51 of the Boeing 757 Structural Repair 

Manual. 

(5) Where Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009, specifies a specific fastener 

grip length, this AD allows substitution of a 

fastener grip length, as specified in Chapter 

51 of the Boeing 757 Structural Repair 

Manual. 

(6) If it is necessary to remove more parts 

for access, those parts may be removed. If 

access is possible without removing 

identified parts, it is not necessary to remove 

all of the identified parts. 

(q) Credit for Previous Actions 

For airplanes in Group 1, Configurations 1 

and 2; and Group 2, Configuration 1; as 

defined in Boeing Special Attention 757–53– 

0094, Revision 1, dated August 12, 2009: 

This paragraph provides credit for the actions 

required by paragraph (k) of this AD, if those 

actions were performed before the effective 

date of this AD using Boeing Special 

Attention Service Bulletin 757–53–0094, 

dated January 16, 2008, or using Special 

Attention Service Bulletin 757–53–0089, 

dated March 18, 2004. 

(r) 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 ACO, send it to ATTN: Nancy Marsh, 

Aerospace Engineer, Airframe Branch, ANM– 

120S, FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425–917– 

6440; fax: 425–917–6432; email: 

nancy.marsh@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 ODA that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs previously approved in 

accordance with AD 2004–09–32, 

Amendment 39–13622 (69 FR 25481, May 7, 

2004), are approved as AMOCs for the 

corresponding actions specified in 

paragraphs (g), (h), and (i) of this AD. 

(s) Related Information 

For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6440; fax: 425– 

917–6432; email: nancy.marsh@faa.gov. 

(t) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on October 3, 2012. 

(i) Boeing Special Attention Service 

Bulletin 757–53–0094, Revision 1, dated 

August 12, 2009. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on May 24, 2004 (69 FR 

25481, May 7, 2004). 

(i) Boeing Special Attention Service 

Bulletin 757–53–0089, dated March 18, 2004. 

(ii) Reserved. 

(5) 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. 

(6) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(7) 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 July 23, 

2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–20763 Filed 8–28–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0519; Airspace 

Docket No. 12–ANM–16] 

Amendment of Class D and Class E 

Airspace; Bozeman, MT 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies Class D 

and Class E airspace at Bozeman 

Yellowstone International Airport, 

Bozeman, MT. This action aligns two 

Class E airspace areas with the Class D 

airspace area. This action also updates 

the airport name to Bozeman 

Yellowstone International Airport. This 

improves the safety and management of 

Instrument Flight Rules (IFR) operations 

at the airport. 

DATES: Effective date, 0901 UTC, 

November15, 2012. The Director of the 

Federal Register approves this 

incorporation by reference action under 

1 CFR Part 51, subject to the annual 

revision of FAA Order 7400.9 and 

publication of conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

History 

On June 27, 2012, the FAA published 

in the Federal Register a Notice of 

Proposed Rulemaking (NPRM) to 

modify Class D and E airspace at 

Bozeman, MT (77 FR 38227). Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal to the 

FAA. No comments were received. 

Class D and E airspace designations 

are published in paragraphs 5000, 6002, 

6004, 6005 and 6006, respectively, of 

FAA Order 7400.9V dated August 9, 

2011, and effective September 15, 2011, 

which is incorporated by reference in 14 

CFR part 71.1. The Class D and Class E 

airspace designations listed in this 

document will be published 

subsequently in that Order. 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 71 by 

modifying Class E surface airspace and 

Class E airspace designated as an 

extension to Class D, at Bozeman 

Yellowstone International Airport, 

Bozeman, MT, adjusting the radii to be 

in alignment with the Class D airspace 

area. This action also updates the 

airport name from Bozeman, Gallatin 

Field Airport, to Bozeman Yellowstone 

International Airport for existing Class 

D and E airspace areas. This action is 

necessary for the safety and 

management of IFR operations. 

The FAA has determined this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (1) Is 

not a ‘‘significant regulatory action’’ 

under Executive Order 12866; (2) is not 

a ‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034; February 26, 1979); and (3) 

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