64836 Federal Register / Vol. 69, No. 216 / Tuesday, November 9, 2004 / Rules and Regulations 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the Federal Aviation 

Administration amends part 39 of the 

Federal Aviation Regulations (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. Section 39.13 is amended by 

removing amendment 39–12179 (66 FR 

20383, April 23, 2001), and by adding a 

new airworthiness directive (AD), 

amendment 39–13852, to read as 

follows:

2004–22–24 Boeing: Amendment 39–13852, 

Docket 2003–NM–06–AD. Supersedes 

AD 2001–08–02, Amendment 39–12179.

Applicability: All Model 707 and 720 series 

airplanes, certificated in any category. 

Compliance: Required as indicated, unless 

accomplished previously. 

To find and fix corrosion and stress 

corrosion cracking of the upper and lower 

spar chords on the front and rear spars of the 

wing, which could result in reduced 

structural integrity of the wing, accomplish 

the following: 

Superseding the Requirements of AD 2001–

08–02

Note 1: As of the effective date of this AD, 

the requirements of AD 2001–08–02, 

amendment 39–12179, are no longer effective 

or required. 

Definition of Service Bulletin 

(a) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of Boeing 707 Alert Service 

Bulletin A3240, Revision 4, dated September 

6, 2001. 

Detailed Inspection 

(b) Within 30 days after the effective date 

of this AD, do a detailed inspection of the 

entire length of the external surfaces of the 

front and rear wing spar chords and the 

internal surfaces of the front spar chords in 

the dry bays of the wings for corrosion, any 

signs of corrosion (e.g., blistering or signs of 

fuel leaks), or cracking; per the service 

bulletin. If no corrosion or cracking is found, 

before further flight: Except as specified in 

paragraph (e) of this AD, accomplish any 

applicable follow-on actions or investigative 

actions, per the service bulletin. 

Other Repetitive Inspections 

(c) Within 6 months after the effective date 

of this AD, perform a detailed inspection and 

a high frequency eddy current (HFEC) 

inspection of the entire length of the external 

surfaces of the front and rear wing spar 

chords and the internal surfaces of the front 

spar chords in the dry bays of the wings for 

any corrosion, signs of corrosion (e.g., 

blistering or signs of fuel leaks), or cracking; 

per the service bulletin. If no corrosion or 

cracking is found, before further flight, 

accomplish any applicable follow-on or 

investigative actions specified in the service 

bulletin and the actions specified in 

paragraph (e) of this AD. Thereafter, repeat 

the detailed and HFEC inspections at 

intervals not to exceed 12 months. 

Repair of Corrosion 

(d) If any corrosion or signs of corrosion 

(e.g., blistering or signs of fuel leaks) are 

found during any inspection required by this 

AD: Before further flight, repair per 

paragraph (d)(1) or (d)(2) of this AD, as 

applicable. 

(1) If the corrosion is within the areas and 

limits specified in the service bulletin: 

Except as required by paragraph (e) of this 

AD, repair and accomplish all applicable 

follow-on and investigative actions, per the 

service bulletin.

(2) If the corrosion is outside the areas or 

limits specified in the service bulletin, repair 

per a method approved by the Manager, 

Seattle Aircraft Certification Office (ACO), 

FAA; or per data meeting the type 

certification basis of the airplane approved 

by a Boeing Company Designated 

Engineering Representative (DER) who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the approval letter must specifically 

reference this AD. 

Application of Corrosion Inhibitor 

(e) Where the service bulletin specifies to 

apply BMS 3–23 (a corrosion inhibitor) or a 

Boeing approved equivalent, this AD requires 

that BMS 3–23 must be used or that any 

application of an equivalent corrosion 

inhibitor be approved by the Manager, Seattle 

ACO, or per data meeting the type 

certification basis of the airplane approved 

by a Boeing Company DER who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. For a repair method to 

be approved by the Manager, Seattle ACO, as 

required by this paragraph, the approval 

letter must specifically reference this AD. 

Repair of Cracking 

(f) If any cracking is found during any 

inspection required by this AD, including 

cracks that have been previously stop-drilled 

but not permanently repaired: Before further 

flight, repair per a method approved by the 

Manager, Seattle ACO; or per data meeting 

the type certification basis of the airplane 

approved by a Boeing Company DER who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the approval letter must specifically 

reference this AD. Operators should note that 

‘‘stop drilling’’ of cracks as a means to defer 

repair is not permitted by this AD. 

Alternative Methods of Compliance 

(g) In accordance with 14 CFR 39.19, the 

Manager, Seattle ACO, is authorized to 

approve alternative methods of compliance 

for this AD. 

Incorporation by Reference 

(h) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Boeing 707 Alert Service Bulletin A3240, 

Revision 4, dated September 6, 2001. This 

incorporation by reference was approved by 

the Director of the Federal Register in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Copies may be obtained from Boeing 

Commercial Airplanes, PO Box 3707, Seattle, 

Washington 98124–2207. Copies may be 

inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or for information on the 

availability of this material at the National 

Archives and Records Administration 

(NARA), call (202) 741–6030, or go to

http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html.

Effective Date 

(i) This amendment becomes effective on 

December 14, 2004.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24627 Filed 11–8–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2002–NM–246–AD; Amendment 

39–13854; AD 2004–22–26] 

RIN 2120–AA64

Airworthiness Directives; Airbus Model 

A330, A340–200, and A340–300 Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Airbus Model 

A330, A340–200, and A340–300 series 

airplanes. This AD requires repetitive 

inspections for evidence of corrosion 

and sheared attachment bolts of the 

sensor struts at flap track 4 on the left 

and right sides of the airplane; related 

Federal Register / Vol. 69, No. 216 / Tuesday, November 9, 2004 / Rules and Regulations 64837

investigative and corrective actions as 

necessary; and a terminating action for 

the repetitive inspections, by requiring 

the eventual replacement of all sensor 

struts with new, improved sensor struts 

that are less sensitive to corrosion. The 

actions specified by this AD are 

intended to prevent loss of the sensor 

strut function, resulting in the inability 

to detect flap drive disconnection at flap 

track stations 4 and 5, which could lead 

to separation of the outboard flap from 

the airplane, and consequent reduced 

controllability of the airplane. This 

action is intended to address the 

identified unsafe condition.

DATES: Effective December 14, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

14, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France. 

This information may be examined at 

the Federal Aviation Administration 

(FAA), Transport Airplane Directorate, 

Rules Docket, 1601 Lind Avenue, SW., 

Renton, Washington; or 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/

code_of_federal_regulations/

ibr_locations.html.

FOR FURTHER INFORMATION CONTACT: Tim 

Backman, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–2797; 

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Airbus 

Model A330, A340–200, and A340–300 

series airplanes, was published as a 

supplemental notice of proposed 

rulemaking (NPRM) in the Federal 

Register on September 2, 2004 (69 FR 

53658). That action proposed to require 

repetitive inspections for evidence of 

corrosion and sheared attachment bolts 

of the sensor struts at flap track 4 on the 

left and right sides of the airplane; 

related investigative and corrective 

actions as necessary; and a terminating 

action for the repetitive inspections, by 

requiring the eventual replacement of 

all sensor struts with new, improved 

sensor struts that are less sensitive to 

corrosion. That action also proposed to 

change the threshold for the initial 

inspection and reduce the compliance 

time for the terminating action of the 

original NPRM. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. No 

comments were submitted in response 

to the proposal or the FAA’s 

determination of the cost to the public. 

Change to This Final Rule 

The date of the original issue of 

Airbus Service Bulletin A330–27–3091 

has been corrected in paragraph (e) of 

this AD. The date on the actual original 

issue of the service bulletin is February 

6, 2002. The revision history in 

Revisions 01, 02, and 03 of the service 

bulletin, and the dates on those 

revisions, indicate that the date of the 

original issue of the service bulletin is 

February 2, 2002. The wrong date was 

inadvertently cited in the NPRM and 

supplemental NPRM. 

Conclusion 

We have determined that air safety 

and the public interest require the 

adoption of the rule with the change 

described previously. This change will 

neither increase the economic burden 

on any operator not increase the scope 

of the AD. 

Cost Impact 

We estimate that 9 Airbus Model 

A330 airplanes of U.S. registry will be 

affected by this AD. 

It will take 1 work hour per airplane 

to accomplish the repetitive inspections, 

at an average labor rate of $65 per work 

hour. Based on these figures, the cost 

impact of the inspections on U.S. 

operators is estimated to be $585, or $65 

per airplane, per inspection cycle. 

If required, it will take approximately 

3 work hours per airplane to accomplish 

the replacement of discrepant sensor 

struts and attachment bolts, at an 

average labor rate of $65 per work hour. 

The cost for required parts will be 

nominal. Based on these figures, the 

cost impact of the replacement of sensor 

struts will be $195 per airplane. 

It will take approximately 2 work 

hours per airplane to accomplish the 

installation of the new, improved sensor 

struts, at an average labor rate of $65 per 

work hour. The cost of required parts 

will be $8,400. Based on these figures, 

the cost impact of the installation on 

U.S. operators is estimated to be 

$76,770, or $8,530 per airplane.

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Currently, there are no Airbus Model 

A340 series airplanes on the U.S. 

Register. However, should an affected 

airplane be imported and placed on the 

U.S. Register in the future, it will take 

approximately 1 work hour per airplane 

to accomplish the inspection, at an 

average labor rate of $65 per work hour. 

Based on these figures, the cost impact 

of the inspection for Model A340 

operators will be $65 per airplane, per 

inspection cycle. 

Should an Airbus Model A340 series 

airplane be imported and placed on the 

U.S. Register in the future and have 

affected sensor struts and attachment 

bolts replaced, it will take 

approximately 3 work hours, at an 

average labor rate of $65 per work hour. 

The cost for required parts will be 

nominal. Based on these figures, the 

cost impact of the replacement of sensor 

struts for Model A340 operators will be 

$195 per airplane. 

Should an Airbus Model A340 series 

airplane be imported and placed on the 

U.S. Register in the future and have 

new, improved sensor struts installed, it 

would take approximately 2 work hours, 

at an average labor rate of $65 per work 

hour. The cost for required parts will be 

$8,400. Based on these figures, the cost 

impact of the installation for Model 

A340 operators would be $8,530 per 

airplane. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

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

will not have a significant economic 

impact, positive or negative, on a 

substantial number of small entities 

64838 Federal Register / Vol. 69, No. 216 / Tuesday, November 9, 2004 / Rules and Regulations 

under the criteria of the Regulatory 

Flexibility Act. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2004–22–26 Airbus: Amendment 39–13854. 

Docket 2002–NM–246–AD.

Applicability: Model A330 series airplanes; 

and Model A340–200 and A340–300 series 

airplanes; certificated in any category; except 

those airplanes on which Airbus 

Modification 48579 was incorporated in 

production. 

Compliance: Required as indicated, unless 

accomplished previously.

To prevent loss of the sensor strut function, 

resulting in the inability to detect flap drive 

disconnection at flap track stations 4 and 5, 

which could lead to separation of the 

outboard flap from the airplane, and 

consequent reduced controllability of the 

airplane; accomplish the following: 

Inspection 

(a) At the latest of the times specified in 

paragraphs (a)(1), (a)(2), and (a)(3) of this AD: 

Do an inspection, by applying hand force to 

the piston of the sensor struts and moving the 

sensor struts longitudinally, for evidence of 

corrosion in the sensor struts at flap track 4, 

on the left and right sides of the airplane, by 

doing all the applicable actions specified in 

the Accomplishment Instructions of Airbus 

Service Bulletin A330–27–3091, Revision 03 

(for Model A330 series airplanes); or Service 

Bulletin A340–27–4097, Revision 03 (for 

Model A340–200 and –300 series airplanes); 

both dated January 16, 2004; as applicable. If 

the longitudinal travel range is 60.0 

millimeters (2.36 inches) or more: Repeat the 

inspection thereafter at intervals not to 

exceed 18 months, until the requirements of 

paragraph (d) of this AD are accomplished. 

(1) Within 18 months since the date of 

issuance of the original Airworthiness 

Certificate or the date of issuance of the 

original Export Certificate of Airworthiness, 

whichever occurs first. 

(2) Within 2,800 flight hours after the 

effective date of this AD. 

(3) Within 6 months after the effective date 

of this AD. 

Related Investigative and Corrective Actions 

(b) If the result of the inspection required 

by paragraph (a) of this AD is a longitudinal 

travel range of less than 60.0 mm (2.36 

inches): Before further flight, remove all 

affected sensor struts, and measure the axial 

force of any affected sensor struts, by doing 

all of the applicable actions per the 

Accomplishment Instructions of Airbus 

Service Bulletin A330–27–3091, Revision 03 

(for Model A330 series airplanes); or Service 

Bulletin A340–27–4097, Revision 03 (for 

Model A340–200 and –300 series airplanes); 

both dated January 16, 2004; as applicable. 

(1) If the axial force F is less than or equal 

to 50 daN (112.41 lbf.): Clean and re-install 

the sensor struts per the Accomplishment 

Instructions of the applicable service 

bulletin. Repeat the inspection required by 

paragraph (a) of this AD thereafter at 

intervals not to exceed 18 months, until the 

requirements of paragraph (d) of this AD are 

accomplished. 

(2) If the axial force F is more than 50 daN 

(112.41 lbf.): Before further flight, do a 

detailed inspection for cracking and/or 

deformation of the adjacent structure and 

attachment parts per the Accomplishment 

Instructions of the applicable service 

bulletin. 

(i) If no cracking and/or deformation is 

found: Re-install the sensor struts and within 

25 flight cycles after the inspection required 

by paragraph (b) of this AD, replace the 

sensor struts and attachment bolts per the 

Accomplishment Instructions of the 

applicable service bulletin. Repeat the 

inspection required by paragraph (a) of this 

AD thereafter at intervals not to exceed 18 

months, until the requirements of paragraph 

(d) of this AD are accomplished. 

(ii) If any cracking and/or deformation is 

found: Before further flight, repair any 

cracked or deformed structure and 

attachment parts per a method approved by 

either the Manager, International Branch, 

ANM–116, FAA, Transport Airplane 

Directorate; or the Direction Ge ́ne ́rale de 

l’Aviation Civile (or its delegated agent); and 

replace the sensor struts and attachment bolts 

per the Accomplishment Instructions of the 

applicable service bulletin. Repeat the 

inspection required by paragraph (a) of this 

AD thereafter at intervals not to exceed 18 

months, until the requirements of paragraph 

(d) of this AD are accomplished.

Note 1: For the purposes of this AD, a 

detailed inspection is defined as: ‘‘An 

intensive visual examination of a specific 

structural area, system, installation, or 

assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at intensity deemed appropriate by 

the inspector. Inspection aids such as mirror, 

magnifying lenses, etc., may be used. Surface 

cleaning and elaborate access procedures 

may be required.’’

Concurrent Requirements 

(c) The actions required by paragraphs (a) 

and (b) of this AD must be done before or 

concurrently with the requirements of 

paragraph (d) of this AD. Replacement of any 

sensor strut with a sensor strut having part 

number (P/N) F5757492600000, during 

accomplishment of paragraph (b) of this AD, 

is acceptable for compliance with paragraph 

(d) of this AD, for that strut. 

Terminating Action 

(d) Within 30 months after the effective 

date of this AD: Replace all existing sensor 

struts with new, improved sensor struts 

having P/N F5757492600000 per the 

Accomplishment Instructions of Airbus 

Service Bulletin A330–27–3092 (for Model 

A330 series airplanes); or Service Bulletin 

A340–27–4098 (for Model A340–200 and 

–300 series airplanes); both dated February 

14, 2003; as applicable. Accomplishment of 

this replacement constitutes terminating 

action for the repetitive inspections required 

by paragraphs (a) and (b) of this AD. 

Actions Done per Previous Issue of Service 

Bulletins 

(e) Accomplishment of the specified 

actions before the effective date of this AD 

per Airbus Service Bulletin A330–27–3091, 

dated February 6, 2002, Revision 01, dated 

May 17, 2002, or Revision 02, dated 

September 5, 2002; or A340–27–4097, dated 

February 6, 2002, Revision 01, dated May 17, 

2002, or Revision 02, dated September 5, 

2002; as applicable; is considered acceptable 

for compliance with the applicable 

requirements of paragraphs (a) and (b) of this 

AD. 

Submission of Information Not Required 

(f) Although the service bulletins specify to 

send inspection results to the manufacturer, 

that action is not required by this AD. 

Alternative Methods of Compliance 

(g) In accordance with 14 CFR 39.19, the 

Manager, International Branch, ANM–116, 

FAA, Transport Airplane Directorate, is 

authorized to approve alternative methods of 

compliance for this AD. 

Incorporation by Reference 

(h) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

the applicable Airbus service bulletins listed 

in Table 1 of this AD.

TABLE 1.—SERVICE BULLETINS

INCORPORATED BY REFERENCE

Airbus service 

bulletin 

Revision 

level Date 

A330–27–3091 03 ........... Jan. 16, 2004. 

A330–27–3092 Original .. Feb. 14, 2003. 

A340–27–4097 03 ........... Jan. 16, 2004. 

A340–27–4098 Original .. Feb. 14, 2003. 

This incorporation by reference was 

approved by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. Copies may be obtained 

from Airbus, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France. Copies may be 

Federal Register / Vol. 69, No. 216 / Tuesday, November 9, 2004 / Rules and Regulations 64839

inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or 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/

code_of_federal_regulations/

ibr_locations.html.

Note 2: The subject of this AD is addressed 

in French airworthiness directives F–2003–

425 and F–2003–426, both dated December 

10, 2003.

Effective Date 

(i) This amendment becomes effective on 

December 14, 2004.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24625 Filed 11–8–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2000–NM–409–AD; Amendment 

39–13853; AD 2004–22–25] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 767–200, –300, and –300F Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Boeing Model 767–

200, –300, and –300F series airplanes, 

that requires a one-time inspection for 

discrepancies of all wire bundles, 

including certain power feeder cables, 

of the electrical system in the forward 

cargo compartment ceiling at certain 

stations; and corrective actions if 

necessary. This action is necessary to 

prevent damage to wire bundles, 

particularly those of the fuel quantity 

indication system (FQIS), which are 

located in the subject area. Damage of 

FQIS wires could cause arcing between 

those wires and power wires in the 

damaged wire bundle, and may lead to 

transmission of electrical energy into 

the fuel tank, which would result in a 

potential source of ignition in the fuel 

tank. This action is intended to address 

the identified unsafe condition.

DATES: Effective December 14, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

14, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, PO 

Box 3707, Seattle, Washington 98124–

2207. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, 

Washington; or 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/

code_of_federal_regulations/

ibr_locations.html.

FOR FURTHER INFORMATION CONTACT:

Elias Natsiopoulos, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6478; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Boeing 

Model 767–200, –300, and –300F series 

airplanes was published as a 

supplemental notice of proposed 

rulemaking (NPRM) in the Federal 

Register on January 28, 2003 (68 FR 

4116). That action proposed to require 

a one-time detailed inspection to detect 

discrepancies of all wire bundles routed 

along the ceiling of the forward cargo 

compartment at certain stations; and 

corrective actions if necessary. 

Explanation of New Service 

Information 

Since the issuance of the 

supplemental NPRM, Boeing issued and 

we reviewed Revision 3 of Boeing 

Service Bulletin 767–24A0128, dated 

June 24, 2004. (The supplemental 

NPRM referred to Revision 2 of the 

service bulletin as the appropriate 

source of service information for 

accomplishing the proposed actions.) 

Revision 3 adds a new Figure 2 to 

clarify the instructions for inspecting 

the power feeder cables and installing 

sleeving, and clarifies the instructions 

for installing sleeving and lacing tape in 

Figure 1. Revision 3 also corrects a 

typographical error that resulted in the 

reference to an incorrect station; the 

supplemental NPRM specified the 

correct station. No more work is 

necessary on airplanes changed in 

accordance with Revision 2 or earlier 

releases of the service bulletin, provided 

that the required inspection and 

applicable corrective actions are done 

on all wire bundles, including power 

feeder cables W208 and W236, of the 

electrical system in the forward cargo 

compartment from stations 368 through 

742 and from right buttock lines (RBL) 

40 through 70, routed along the ceiling. 

In light of the changes to the service 

bulletin described above, we have 

revised paragraphs (a) and (a)(2) and the 

preamble of this AD accordingly, to 

clarify the inspection area and clearance 

measurements. In addition, we have 

revised the final rule to refer to Revision 

3 of the service bulletin as the 

appropriate source of service 

information for accomplishing the 

required actions and added a new 

paragraph (b) to give operators credit for 

accomplishing the required actions 

before the effective date of the AD, in 

accordance with Revision 2 or earlier 

releases of the service bulletin with the 

provision described previously. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Request To Extend Compliance Time 

One commenter requests that the 

compliance time for the proposed 

inspection specified in paragraph (a) of 

the supplemental NPRM be extended 

from 18 to 24 months to coincide with 

regularly scheduled ‘‘C’’ checks. The 

commenter states that the proposed 

compliance time of 18 months will 

require approximately one-fourth of its 

fleet to be scheduled at special times for 

the accomplishment of the inspection at 

additional expense. The commenter also 

states that a detailed inspection was 

done on two of its oldest airplanes and 

no chafing was found, and that the 

proposed inspection area is already 

included in an existing maintenance 

inspection program. For these reasons, 

the commenter concludes that a 24-

month compliance time will provide an 

equivalent level of safety. 

The FAA partially agrees. We do not 

agree with the commenter’s rationale for 

extending the compliance time. The 

inspection that the commenter refers to 

in the existing maintenance program is 

not a detailed inspection of the wire 

bundles; it is a general visual inspection 

of the area that includes the wire 

bundles. In addition, although the 

commenter found no chafing damage on 

its oldest airplanes, age is not the only 

contributing factor to wire degradation 

and consequent damaged wire bundles. 

The wiring on any airplane, regardless