69838 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 

(i) If the brush wear is within the limits 

specified in the service bulletin, repeat the 

inspection at intervals not to exceed 800 

flight hours. 

(ii) If the brush wear is outside the limits 

specified in the service bulletin, before 

further flight, replace the starter generator 

with a new or serviceable starter generator, 

in accordance with the service bulletin. 

Inspections for Loose Rivets 

(f) For generators overhauled in accordance 

with MRB task 243104: Before 800 flight 

hours since last overhaul or within 100 flight 

hours after the effective date of this AD, 

whichever occurs later, perform a general 

visual inspection of each leading wafer brush 

for loose rivets, in accordance with Saab 

Service Bulletin 304–24–035, dated July 5, 

2004. Repeat the inspections at intervals not 

to exceed 800 flight hours. If any rivet is 

loose, before further flight, replace the DC 

starter generator with a new or serviceable 

starter generator, in accordance with the 

service bulletin. 

MRB Task 243103 or 243101

(g) For generators overhauled or with brush 

replacement accomplished in accordance 

with MRB Task 243103 or 243101, no action 

is required by this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(h) The Manager, International Branch, 

ANM–116, FAA, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19. 

Related Information 

(i) Swedish airworthiness directive 1–196 

R1, effective July 15, 2004, also addresses the 

subject of this AD.

Issued in Renton, Washington, on 

November 17, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26495 Filed 11–30–04; 8:45 am] 

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–19753; Directorate 

Identifier 2002–NM–264–AD] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

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

Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) for certain Boeing Model 

767–200, –300, and –300F series 

airplanes. That AD currently requires 

inspections for fatigue cracking of the 

horizontal stabilizer pivot bulkhead, 

and repetitive inspections or other 

follow-on actions. That action also 

provides a permanent repair, which is 

optional for airplanes with no cracks, 

and, if accomplished, ends the 

repetitive inspections. This proposed 

AD would require, for airplanes on 

which the permanent repair is not 

installed, repetitive inspections of the 

same and additional inspection 

locations at new inspection intervals; a 

one-time torque test; and related 

investigative and corrective actions. For 

airplanes on which the permanent 

repair is installed, this proposed AD 

would require repetitive inspections of 

the repaired area and, if necessary, 

corrective action. This proposed AD is 

prompted by reports of loose tension 

bolts and crack indications in the 

fuselage skin. We are proposing this AD 

to find and fix fatigue cracking of the 

horizontal stabilizer pivot bulkhead and 

adjacent structure, which could result in 

loss of the horizontal stabilizer.

DATES: We must receive comments on 

this proposed AD by January 18, 2005.

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

You can get the service information 

identified in this proposed AD from 

Boeing Commercial Airplanes, P.O. Box 

3707, Seattle, Washington 98124–2207. 

You may examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC.

FOR FURTHER INFORMATION CONTACT: 

Technical information: Suzanne 

Masterson, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6441; fax (425) 917–6590. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

Comments Invited 

We invite you to submit any written 

relevant data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19753; Directorate Identifier 

2002–NM–264–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments received by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http://

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of our docket 

Web site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you may visit http://

dms.dot.gov.

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 69839

http://www.faa.gov/language and http://

www.plainlanguage.gov.

Examining the Docket 

You may examine the AD docket in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the DMS 

receives them. 

Discussion 

On April 27, 2001, we issued AD 

2001–09–13, amendment 39–12220 (66 

FR 23538, May 9, 2001), for certain 

Boeing Model 767–200, –300, and 

–300F series airplanes. That AD requires 

inspections for fatigue cracking of the 

horizontal stabilizer pivot bulkhead, 

and repetitive inspections or other 

follow-on actions. That AD also 

provides a permanent repair, which is 

optional for airplanes with no cracks, 

and, if accomplished, ends the 

repetitive inspections. That AD was 

prompted by reports of fatigue cracking 

of the horizontal stabilizer pivot 

bulkhead on several affected airplanes. 

We issued that AD to find and fix 

fatigue cracking of the horizontal 

stabilizer pivot bulkhead and adjacent 

structure, which could result in loss of 

the horizontal stabilizer. 

Actions Since Existing AD Was Issued 

Since we issued AD 2001–09–13, an 

airplane operator reported three 

incidents of loose tension bolts at 

stringer 12A. Another operator reported 

that there were indications of cracks in 

the fuselage skin at ‘‘Area 1’’ as shown 

on Sheet 2 of Figure 2 of Boeing Alert 

Service Bulletin 767–53A0078, Revision 

4, dated September 26, 2002. 

In addition, the preamble to AD 2001–

09–13 said that we were considering 

further action to require the permanent 

repair that was an option in that AD. 

However, further information shows 

that operators have found cracks at the 

repaired area. Therefore, we are not 

requiring the permanent repair from AD 

2001–09–13 as a preventive 

modification in this proposed AD. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 767–53A0078, Revision 

4, dated September 26, 2002. 

The alert service bulletin describes 

the following procedures for airplanes 

on which the permanent repair, 

described in previous revisions of the 

service bulletin, was not installed: 

• Inspections for cracks of the 

forward and aft outer chord, the splice 

fitting, the tension fitting, the aft mid 

chord, and the upper and lower 

intercostals. The inspection methods 

include the following, as applicable: 

Repetitive detailed inspections, surface 

high frequency eddy current (HFEC) 

inspections, open-hole HFEC 

inspections, and low frequency eddy 

current (LFEC) inspections. 

• Corrective action and related 

investigative action if cracks are found 

in the forward outer chord. The 

corrective action is installing a 

permanent repair. The related 

investigative action is repetitive 

inspections of the repaired area. 

• Installing a time-limited repair as 

an alternative to the permanent repair, 

which includes the related investigative 

and corrective actions of an additional 

visual inspection for cracks, and 

installation of the permanent repair 

either before further flight after this 

inspection if cracks are found, or within 

3,000 flight cycles or 18 months after 

the inspection (whichever occurs first), 

if no cracks are found. 

• A torque check of the bolt in the 

tension fitting, and related investigative 

and corrective actions. The related 

investigative action is doing a visual 

inspection of the bolt and bolt-hole for 

damage, and an HFEC inspection of the 

bolt-hole for damage. The corrective 

action is to contact Boeing for repair 

data. 

• If any crack is found in the aft outer 

chord, the aft mid chord, the splice 

fitting, the tension fitting, or the 

intercostal, the service bulletin 

recommends that operators contact 

Boeing for repair data. 

For airplanes on which the permanent 

repair was installed using previous 

revisions of the service bulletin, 

Revision 4 of the service bulletin 

describes procedures for repetitive 

inspections of the repaired area. The 

service bulletin recommends that 

operators contact Boeing for any 

necessary corrective action. 

We have determined that 

accomplishment of the actions specified 

in the service information will 

adequately address the unsafe 

condition. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other products of this same 

type design. Therefore, we are 

proposing this AD, which would 

supersede AD 2001–09–13. This 

proposed AD would continue to require 

inspections for fatigue cracking of the 

horizontal stabilizer pivot bulkhead, 

and repetitive inspections or other 

follow-on actions. For airplanes with 

cracks, this proposed AD also would 

continue to require a permanent repair, 

which is optional for airplanes with no 

cracks. This proposed AD would 

require, for airplanes on which the 

permanent repair is not installed, 

repetitive inspections of the same and 

additional inspection locations at new 

inspection intervals; a one-time torque 

test; and other related corrective and 

investigative actions. For airplanes on 

which the permanent repair is installed, 

this proposed AD would require 

repetitive inspections of the repaired 

area, and corrective action if necessary. 

This proposed AD would require you to 

use the service information described 

previously to perform these actions, 

except as discussed under ‘‘Difference 

Between the Proposed AD and the 

Service Bulletin.’’

Difference Between the Proposed AD 

and the Service Bulletin 

The service bulletin specifies that you 

may contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require you to repair those conditions in 

one of the following ways: 

• Using a method that we approve; or 

• Using data that meet the type 

certification basis of the airplane, and 

that have been approved by a Boeing 

Company Designated Engineering 

Representative who has been authorized 

by the FAA to make such findings. 

Changes to Existing AD 

This proposed AD would retain all 

requirements of AD 2001–09–13 with 

revised repetitive inspection intervals. 

Since AD 2001–09–13 was issued, the 

AD format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table:

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2001–09–13 

Corresponding

requirement in this

proposed AD 

Paragraph (a) ............ paragraph (f). 

Paragraph (b) ............ paragraph (g). 

Paragraph (c) ............ paragraph (h). 

Paragraph (d) ............ paragraph (i). 

Paragraph (e) ............ paragraph (j). 

Paragraph (f) ............. paragraph (p). 

69840 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 

In addition, we have changed all 

references to a ‘‘detailed visual 

inspection’’ in the AD 2001–09–13 to 

‘‘detailed inspection’’ in this proposed 

AD, which is defined in Note 1. 

We have also changed the 

applicability of the proposed AD to refer 

to Revision 4 of the service bulletin 

rather than to Revision 2, which we 

referenced in the applicability of AD 

2001–09–13. Both revisions of the 

service bulletin refer to the same 

airplane line numbers, so airplanes have 

not been added to the applicability. 

Costs of Compliance 

This proposed AD would affect about 

699 Boeing Model 767–200, –300, and 

–300F series airplanes worldwide. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this proposed AD.

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per airplane Number of U.S.-registeredairplanes 

Inspection (required by AD 

2001–09–13).

1 $65 None $65 (per inspection cycle) ......... 287. 

Inspection and torque check 

(new proposed action).

4 65 None 260 (per inspection cycle) ......... 287. 

Post-modification inspection 

(new proposed action).

6 65 None 390 ............................................ Those with the permanent repair installed using this proposed AD or AD 2001–09–

13. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

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

3. 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD. See the ADDRESSES

section for a location to examine the 

regulatory evaluation.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Safety.

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows:

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows:

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing amendment 39–12220 (66 FR 

23538, May 9, 2001) and adding the 

following new airworthiness directive 

(AD):

Boeing: Docket No. FAA–2004–19753; 

Directorate Identifier 2002–NM–264–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

must receive comments on this airworthiness 

directive (AD) action by January 18, 2005. 

Affected ADs 

(b) This AD supersedes AD 2001–09–13, 

amendment 39–12220.

Applicability 

(c) This AD applies to Boeing Model 767–

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

listed in Boeing Alert Service Bulletin 767–

53A0078, Revision 4, dated September 26, 

2002; certificated in any category. 

Unsafe Condition 

(d) This AD was prompted by reports of 

loose tension bolts, and crack indications in 

the fuselage skin. We are issuing this AD to 

find and fix fatigue cracking of the horizontal 

stabilizer pivot bulkhead and adjacent 

structure, which could result in loss of the 

horizontal stabilizer. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Requirements of AD 2001–09–13, Restated 

Initial Inspections 

(f) Prior to the accumulation of 8,000 total 

flight cycles, or within 90 days after May 24, 

2001 (the effective date of AD 2001–09–13), 

whichever occurs later, perform detailed, 

surface high frequency eddy current (HFEC), 

and low frequency eddy current (LFEC) 

inspections, as applicable, for cracking of the 

forward and aft outer chord, aft mid chord, 

and upper and lower intercostals of the 

Station 1809.5 bulkhead. Do the inspections 

per Boeing Service Bulletin 767–53–0078, 

Revision 2, dated April 19, 2001; or Boeing 

Alert Service Bulletin 767–53–0078, Revision 

3, dated November 15, 2001.

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘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.’’

Repetitive Inspections 

(g) For areas where no cracking is found 

during the inspection per paragraph (f) of this 

AD: Repeat the inspections in paragraph (f) 

thereafter at the intervals specified in 

paragraphs (g)(1) and (g)(2) of this AD, per 

Boeing Service Bulletin 767–53–0078, 

Revision 2, dated April 19, 2001; or Boeing 

Alert Service Bulletin 767–53–0078, Revision 

3, dated November 15, 2001; until paragraph 

(i), (l)(1), or (m) of this AD has been done. 

(1) Repeat the detailed inspection every 

3,000 flight cycles, or 18 months, whichever 

comes first. 

(2) Repeat the surface HFEC and LFEC 

inspections every 6,000 flight cycles or 36 

months, whichever comes first. 

Repair and Follow-On Actions 

(h) If any cracking is found during any 

inspection required by paragraph (f) or (g) of 

this AD, before further flight, repair per 

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

applicable. 

(1) For cracking of the aft outer chord, aft 

mid chord, or any intercostal: Repair per a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA. For 

a repair method to be approved by the 

Manager, Seattle ACO, as required by this 

paragraph, the Manager’s approval letter 

must specifically reference this AD. 

Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 69841

(2) For cracking of the forward outer chord: 

Repair per Boeing Service Bulletin 767–53–

0078, Revision 2, dated April 19, 2001; 

Revision 3, dated November 15, 2001; or 

Revision 4, dated September 26, 2002; except 

as provided by paragraph (j) of this AD. 

Procedures for repair include open-hole 

HFEC inspections for cracking of certain 

fastener holes of the chord and longeron 

fitting, detailed inspections for cracking of 

adjacent structure, and installation of new 

chords, splices, fairings, and brackets. If the 

time-limited repair is done per the service 

bulletin, do a detailed inspection of the 

repaired area within 1,500 flight cycles or 9 

months after installation of the temporary 

repair, whichever comes first, and do 

paragraph (h)(2)(i) or (h)(2)(ii) of this AD, per 

the service bulletin. As of the effective date 

of this AD, inspect only in accordance with 

Boeing Alert Service Bulletin 767–53–0078, 

Revision 4, dated September 26, 2002. 

(i) If no cracking is found during the 

inspection of the repaired area: Within 3,000 

flight cycles or 18 months after installation 

of the time-limited repair, whichever comes 

first, do paragraph (i), ‘‘Permanent Repair,’’

of this AD. 

(ii) If any cracking is found during the 

inspection of the repaired area: Before further 

flight, do paragraph (i), ‘‘Permanent Repair,’’

of this AD. 

Permanent Repair 

(i) Except as provided by paragraph (j) of 

this AD, installation of the permanent repair 

of the forward outer chord, including 

accomplishment of all actions specified in 

Part 4 of the Accomplishment Instructions of 

Boeing Service Bulletin 767–53–0078, 

Revision 2, dated April 19, 2001; Boeing 

Service Bulletin 767–53–0078, Revision 3, 

dated November 15, 2001; or Boeing Alert 

Service Bulletin 767–53–0078, Revision 4, 

dated September 26, 2002; terminates the 

repetitive inspections required by paragraph 

(g) of this AD. As of the effective date of this 

AD, install the permanent repair only in 

accordance with Boeing Alert Service 

Bulletin 767–53–0078, Revision 4, dated 

September 26, 2002.

Note 2: Installation of the permanent repair 

before the effective date of this AD in 

accordance with Boeing Service Bulletin 

767–53–0078, dated October 15, 1998; 

Revision 1, dated September 9, 1999; is 

acceptable for compliance with paragraph (i) 

of this AD.

Exception to Repair Instructions 

(j) For repairs of the forward outer chord: 

Where the service bulletin specifies to ask 

Boeing for repair data, 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 Designated Engineering 

Representative 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 Manager’s approval letter 

must specifically reference this AD. 

New Requirements of This AD 

Initial and Repetitive Inspections, and 

Torque Test for Airplanes Without the 

Permanent Repair 

(k) For airplanes that have not had the 

permanent repair installed in accordance 

with paragraph (i) of this AD, at the later of 

the times in paragraphs (k)(1) and (k)(2) of 

this AD, do all the actions in paragraph (l) 

of this AD. 

(1) Within 3,000 flight cycles or 18 months 

after the effective date of this AD, whichever 

occurs first. 

(2) Prior to the accumulation of 8,000 total 

flight cycles. 

(l) Do all the actions in paragraphs (l)(1) 

and (l)(2) of this AD in accordance with ‘‘Part 

1—Inspection’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0078, Revision 4, dated September 

26, 2002. 

(1) Do detailed, LFEC, and applicable 

HFEC inspections for cracking of the forward 

and aft outer chord, splice fitting, aft mid 

chord, aft intercostal, tension fitting, and 

fuselage skin, and repeat the applicable 

inspections at the applicable time in 

paragraph (l)(1)(i) and (l)(1)(ii) of this AD. 

This inspection terminates the repetitive 

inspections required by paragraphs (f) and (g) 

of this AD.

(i) Except as provided by paragraph 

(l)(1)(ii) of this AD: Repeat the inspections, 

at intervals not to exceed 3,000 flight cycles 

until the permanent repair in paragraph 

(m)(2) of this AD has been done. 

(ii) For airplanes that meet the criteria in 

flag note 1 of Figure 1 of Boeing Alert Service 

Bulletin 767–53A0078, Revision 4, dated 

September 26, 2002 (close ream fasteners, 

external doubler, rub strip or wear plate 

installed): Repeat the open-hole HFEC 

inspections for cracking of the forward outer 

chord, splice fitting, tension fitting, and 

fuselage skin in Step 7, Figure 2 of the 

service bulletin at intervals not to exceed 

9,000 flight cycles until the permanent repair 

in paragraph (m)(2) of this AD has been done. 

(2) Do a one-time torque test and related 

investigative and corrective actions of the 

tension bolt at lower stringer 12A. If any 

corrosion or damage is found in the bolt hole, 

and the service bulletin specifies to contact 

Boeing for appropriate action: Before further 

flight, 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 who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. For a repair method to 

be approved, the approval must specifically 

reference this AD. 

Corrective Actions 

(m) If any cracking is found during any 

inspection required by paragraph (l), (n) and 

(o) of this AD, before further flight, repair in 

accordance with paragraph (m)(1) or (m)(2) of 

this AD, as applicable. 

(1) For cracks found during the inspection 

required by paragraph (n) or (o) of this AD, 

or for cracks found in the aft outer chord, 

tension fitting, splice fitting, aft mid chord, 

or any intercostal: Before further flight, 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 who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. For a repair method to 

be approved, the approval must specifically 

reference this AD. 

(2) For cracks in the forward outer chord: 

Prior to further flight, do the time limited 

repair in paragraph (h)(2) of this AD, or do 

the permanent repair in paragraph (i) of this 

AD. If the time limited repair is done, do the 

other applicable actions in paragraph (h)(2) 

of this AD at the times specified in that 

paragraph. As of the effective date of this AD, 

only repairs done per Boeing Alert Service 

Bulletin 767–53A0078, Revision 4, dated 

September 26, 2002, are acceptable for 

compliance with the requirements of this 

paragraph. 

Repetitive Inspection of Repaired Area 

(n) For any airplane on which the 

permanent repair in paragraph (i) or (m)(2) of 

this AD is installed, at the later of the times 

in paragraph (n)(1) and (n)(2) of this AD: Do 

detailed, LFEC, and applicable HFEC 

inspections of the forward and aft outer 

chords, tension fitting, splice fitting, and 

splice angle for cracks; and a detailed 

inspection of the aft mid chord and aft upper 

and lower intercostals for cracks. Do the 

inspections in accordance with ‘‘Part 6—

After Modification or After-Repair Inspection 

Program’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0078, Revision 4, dated September 

26, 2002. Repeat each inspection, except as 

provided by paragraph (o) of this AD, 

thereafter at intervals not to exceed 6,000 

flight cycles, or 36 months, whichever occurs 

first. 

(1) Within 12,000 flight cycles or 72 

months after the repair accomplished in 

accordance with paragraph (i) or (m)(2) of 

this AD. 

(2) Prior to the accumulation of 25,000 

total flight cycles. 

(o) For any airplane on which the 

permanent repair in paragraph (i) or (m)(2) of 

this AD is installed, and that meets the 

criteria (close ream fasteners, external 

doubler, rub strip or wear plate installed) in 

flag note 1 of Figure 9 of Boeing Alert Service 

Bulletin 767–53A0078, Revision 4, dated 

September 26, 2002: After the initial 

inspection in paragraph (n) of this AD, repeat 

the open-hole HFEC inspection in Step 7 of 

Figure 10 of the service bulletin, at intervals 

not to exceed 12,000 flight cycles, or 72 

months, whichever occurs first. 

Alternative Methods of Compliance 

(p)(1) In accordance with 14 CFR 39.19, the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, is authorized to approve 

alternative methods of compliance (AMOCs) 

for the corresponding provisions of this AD. 

(2) AMOCs, approved previously per AD 

2001–09–13, amendment 39–12220, are 

approved as AMOCs with the corresponding 

provisions of this AD. 

69842 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 

(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 a 

Boeing Company Designated Engineering 

Representative who has been authorized by 

the Manager, Seattle ACO, to make such 

findings.

Issued in Renton, Washington, on 

November 17, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26494 Filed 11–30–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19754; Directorate 

Identifier 2004–NM–181–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model CL–600–2C10 (Regional Jet 

Series 700 & 701) Series Airplanes, and 

Model CL–600–2D24 (Regional Jet 

Series 900) Series Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain Bombardier Model CL–600–

2C10 (Regional Jet Series 700 & 701) 

series airplanes, and Model CL–600–

2D24 (Regional Jet Series 900) series 

airplanes. This proposed AD would 

require revising the Airworthiness 

Limitations section of the Instructions of 

Continued Airworthiness by 

incorporating new repetitive inspections 

and an optional terminating action for 

the repetitive inspections, and would 

require repairing any crack. This 

proposed AD is prompted by reports of 

hydraulic pressure loss in either the 

number 1 or number 2 hydraulic 

systems due to breakage or leakage of 

hydraulic lines in the aft equipment bay 

and reports of cracks on the aft pressure 

bulkhead web around these feedthrough holes. We are proposing this 

AD to prevent loss of hydraulic 

pressure, which could result in reduced 

controllability of the airplane and to 

detect and correct cracks on the aft 

pressure bulkhead web, which could 

result in reduced structural integrity of 

the aft pressure bulkhead.

DATES: We must receive comments on 

this proposed AD by January 3, 2005.

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• By fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., Canadair, Aerospace Group, P.O. 

Box 6087, Station Centre-ville, 

Montreal, Quebec H3C 3G9, Canada. 

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC. 

This docket number is FAA–2004–

19754; the directorate identifier for this 

docket is 2004–NM–181–AD.

FOR FURTHER INFORMATION CONTACT: 

Technical information: Serge 

Napoleon, Aerospace Engineer, 

Airframe and Propulsion Branch, ANE–

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, suite 410, Westbury, New York 

11590; telephone (516) 228–7312; fax 

(516) 794–5531. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19754; Directorate Identifier 

2004–NM–181–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments submitted by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http://

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of our docket 

Web site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You can 

review the DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you can visit http://

dms.dot.gov. 

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

http://www.faa.gov/language and http://

www.plainlanguage.gov. 

Examining the Docket 

You can examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the DMS 

receives them. 

Discussion 

Transport Canada Civil Aviation 

(TCCA), which is the airworthiness 

authority for Canada, notified us that an 

unsafe condition may exist on certain 

Bombardier Model CL–600–2C10 

(Regional Jet Series 700 & 701) series 

airplanes, and Model CL–600–2D24 

(Regional Jet Series 900) series 

airplanes. TCCA advises that there have 

been a number of reported cases of