81422 Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0127; Directorate 

Identifier 2009–NM–242–AD; Amendment 

39–16547; AD 2010–26–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

a detailed inspection of the entryway 

door movable ceiling panel for pin 

migration at either end of the hinge 

assembly and damage to the pin; a 

detailed inspection for correct crimp at 

both ends and damage to hinge stock; a 

detailed inspection of the ceiling area 

for any visible cosmetic and/or tie-rod 

chafing that could be caused by a 

migrated hinge pin; a detailed 

inspection for wire damage and/or 

breakage; and other specified and 

corrective actions if necessary. This AD 

results from reports of fault messages 

caused by improperly crimped hinge 

pins coming into contact with wires and 

causing damage. We are issuing this AD 

to detect and correct improperly 

crimped hinge pins, which could 

damage tie rods and wire bundles, 

causing shorts in many systems, 

including the spar fuel shut-off valve, 

oxygen mask deployment, and burned 

wires, which could be an ignition 

source in a hidden area of the airplane. 

DATES: This AD is effective February 1, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 1, 2011. 

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; e-mail 

me.boecom@boeing.com; 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: 

Stephen Styskal, Cabin Safety and 

Environmental Systems Branch, ANM– 

150S, FAA, Seattle Aircraft Certification 

Office (ACO), 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; 

telephone (425) 917–6439; fax (425) 

917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to the 

specified products. That NPRM was 

published in the Federal Register on 

February 22, 2010 (75 FR 7557). That 

NPRM proposed to require a detailed 

inspection of the entryway door 

movable ceiling panel for pin migration 

at either end of the hinge assembly and 

damage to the pin; a detailed inspection 

for correct crimp at both ends and 

damage to hinge stock; a detailed 

inspection of the ceiling area for any 

visible cosmetic and/or tie-rod chafing 

that could be caused by a migrated 

hinge pin; a detailed inspection for wire 

damage and/or breakage; and other 

specified and corrective actions if 

necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM 

Air Line Pilots Association, 

International (ALPA) and UPS support 

the intent of the NPRM. 

Request To Clarify the Compliance 

Requirements in Paragraph (g) of the 

NPRM 

Boeing requested that we clarify the 

compliance requirements and associated 

compliance times in paragraph (g) of the 

NPRM. Boeing stated that the phrase ‘‘all 

applicable other specified and 

corrective actions’’ is stated twice, and 

as a result, the requirements are 

interpretive and misleading. Boeing 

pointed out that the proposed 

requirement to do these actions before 

further flight is misleading. 

We agree to clarify. Other specified 

actions include re-partmarking the 

moveable panel ceiling and the hinge 

assemblies, if necessary. Corrective 

actions include crimping the hinge 

assembly, repairing tie-rod chafing, 

repairing wire damage, and replacing 

the hinge assembly. The phrase is stated 

twice, and each phrase has a different 

purpose. The first purpose is to state 

that the actions must be done in 

accordance with Boeing Service Bulletin 

767–25–0477, dated August 27, 2009. 

The second purpose is to state that the 

other specified and corrective actions 

must be done before further flight if any 

pin migration, improper crimping, tierod damage or wire damage was found. 

We have revised paragraph (g) of this 

AD to clarify the intent. 

Request To Revise the Unsafe Condition 

Boeing asked that we revise the 

second sentence of paragraph (e) to state 

that ‘‘The FAA is issuing this AD to 

detect and correct improperly crimped 

hinge pins, which could damage tie rods 

and wire bundles, causing shorts in 

many systems.’’ Boeing stated that it has 

determined the probability of an 

airplane-level hazard to be extremely 

remote, and disagrees with the 

references to the spar shut-off valve, 

oxygen masks, and flammability-related 

concerns. 

We disagree with the request to revise 

the unsafe condition because the unsafe 

condition description as written 

accurately reflects valid safety concerns. 

Regarding the spar fuel shut-off valve, 

although the wiring is redundant, a 

short to ground will cause the valve 

circuit breaker to trip, resulting in the 

valve remaining in the last commanded 

position. If the valve fails in the open 

position, it may not be possible to 

isolate fuel flow from the tanks to the 

engine during an engine fire. This 

would be a latent failure of a required 

system function. While the engine fuel 

valve may still be available to the flight 

crew to stop fuel flow to the engine in 

an emergency, unavailability of the spar 

fuel shut-off valve eliminates the 

required isolation capability of the fuel 

system upstream of the engine. 

In regard to the airplane’s oxygen 

system, while failure of the oxygen 

mask deployment system does not pose 

a significant airplane-level hazard, 

unavailability of the oxygen system 


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Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 81423 

could consequently result in exposing 

the passengers and cabin attendants to 

hypoxia following a depressurization 

event. 

In regard to the flammability-related 

concerns, while self-extinguishing and 

fire-resistant materials are used 

throughout the airplane, burned wires 

have resulted from migrated hinge pins 

and are a potential ignition source in a 

hidden area. 

We have not changed the AD in 

regard to these issues. 

Request To Clarify Requirements for 

Alternative Method of Compliance 

(AMOC) 

Continental Airlines (CAL) stated that 

it has addressed the safety issue in 

accordance with Boeing Service Request 

1–132547518, dated October 18, 2005, 

and requested clarification on the 

possibility of receiving approval of an 

alternative method of compliance 

(AMOC) based on its findings and 

corrective actions. 

We agree to clarify the requirements 

to receive approval of an AMOC. Under 

the provisions of paragraph (h) of this 

AD, we will consider approving any 

alternative method of compliance if the 

proposal provides an acceptable level of 

safety. However, additional 

substantiation may be required for an 

AMOC approval based on existing 

service information and as such, 

applicants will need to request an 

AMOC approval in accordance with 

paragraph (h) of this AD. We have not 

changed the AD in regard to this issue. 

Request To Clarify Inspection 

Requirements for Wire Bundles 

UPS requested that Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009, be revised to clarify and provide 

better detail regarding which wire 

bundles to inspect for damage. UPS 

stated that this service bulletin does not 

provide enough detail to properly 

identify the wire bundles that need to be 

inspected if a hinge pin is found to have 

migrated. UPS stated that the 

‘‘approximate location of damage wire 

bundles’’ as stated in Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009, could allow maintenance 

personnel to miss damaged wire 

bundles since it does not specify the 

location or the wire bundle numbers. 

In response to the request from UPS 

to provide additional detail about wire 

bundle locations, Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009, indicates that damaged wire 

bundles should be located in the 

vicinity of the migrated pin. The 

detailed inspections required by this AD 

cover multiple areas, and we cannot 

predict which wire bundles may be 

damaged. Boeing Service Bulletin 767– 

25–0477, dated August 27, 2009, 

provides an adequate level of detail to 

perform the required inspections. 

Boeing might revise Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009, in the future, and we might 

consider additional rulemaking at that 

time. We have not changed the AD in 

regard to this issue. 

Request To Remove Model 767–300F 

Airplanes From the Applicability of the 

NPRM 

UPS requested that we remove Model 

767–300F airplanes from the 

applicability of the NPRM. UPS stated 

that the wire bundles that are subject to 

the inspections specified in Boeing 

Service Bulletin 767–25–0477, dated 

August 27, 2009, for Model 767–300F 

airplanes only consist of wiring for the 

crew entry door dome light, and does 

not consist of wiring for the other 

systems that are called out by the 

NPRM. UPS stated that it believed that 

Boeing supports this statement. UPS 

stated that it has not experienced any 

dome light system shorts or burned 

wires in this area. 

We disagree with the request. While 

the wire bundle that is in close 

proximity to the ceiling panel hinge pin 

may indeed contain wiring for the crew 

entry door dome light, it is possible that 

additional wiring for other systems is 

also susceptible to damage from a 

migrating hinge pin. The wiring that 

could be affected by a migrating ceiling 

panel hinge pin on the Model 767–300F 

includes wiring for the same systems 

that could be affected by a migrating 

hinge pin on Model 767–200, –300, and 

–400ER airplanes. In addition, although 

UPS has not encountered wire chafing 

due to a migrating hinge pin, hinge pins 

have migrated on other airplanes, and 

wiring damage has resulted. We have 

not changed the AD in regard to this 

issue. 

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 change described previously. 

Costs of Compliance 

We estimate that this AD affects 273 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspections ....................... 6 work-hours × $85 per hour = $510 ......................... $770 $1,280 $349,440 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 


srobinson on DSKHWCL6B1PROD with RULES
81424 Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 

(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 adding 

the following new airworthiness 

directive (AD): 

2010–26–08 The Boeing Company: 

Amendment 39–16547; Docket No. 

FAA–2010–0127; Directorate Identifier 

2009–NM–242–AD. 

Effective Date 

(a) This AD is effective February 1, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

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

–400ER series airplanes, certificated in any 

category; as identified in Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 25: Equipment/Furnishings. 

Unsafe Condition 

(e) This AD results from reports of fault 

messages caused by an improperly crimped 

hinge pins on the movable ceiling panel of 

the entryway door on the forward left side 

coming into contact with wires and causing 

damage. The Federal Aviation 

Administration is issuing this AD to detect 

and correct improperly crimped hinge pins, 

which could damage tie rods and wire 

bundles, causing shorts in many systems, 

including the spar fuel shut-off valve, oxygen 

mask deployment, and burned wires, which 

could be an ignition source in a hidden area 

of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspections and Corrective Actions 

(g) Within 72 months after the effective 

date of this AD: Accomplish the inspections 

required by paragraphs (g)(1), (g)(2), (g)(3), 

and (g)(4) of this AD, and do all applicable 

corrective actions and part marking, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 767– 

25–0477, dated August 27, 2009. If, during 

the following inspections, any pin migration, 

improper crimping, tie-rod damage, or wire 

damage is found, do all applicable corrective 

actions, in accordance with Boeing Service 

Bulletin 767–25–0477, dated August 27, 

2009, before further flight. 

(1) A detailed inspection for pin migration 

at either end of the hinge assembly and to 

detect damage to the pin. 

(2) A detailed inspection for correct crimp 

at both ends and to detect damage to hinge 

stock. 

(3) A detailed inspection of the ceiling area 

for any visible cosmetic and tie-rod chafing 

that could be caused by a migrated hinge pin. 

(4) A detailed inspection for wire damage 

and breakage. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Stephen Styskal, 

Aerospace Engineer, Cabin Safety and 

Environmental Systems Branch, ANM–150S, 

FAA, Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6439; fax (425) 917–6590. Or, e-mail 

information to 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Related Information 

(i) For more information about this AD, 

contact Stephen Styskal, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6439; fax (425) 

917–6590. 

Material Incorporated by Reference 

(j) You must use Boeing Service Bulletin 

767–25–0477, dated August 27, 2009, to do 

the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) 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. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington on 

December 13, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–31967 Filed 12–27–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1250; Directorate 

Identifier 2010–SW–075–AD; Amendment 

39–16548; AD 2010–26–09] 

RIN 2120–AA64 

Airworthiness Directives; Sikorsky 

Aircraft Corporation (Sikorsky) Model 

S76A, B, and C Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing emergency airworthiness 

directive (EAD) for the specified 

Sikorsky model helicopters. The EAD 

requires inspecting the LITEF Attitude 

Heading and Reference System (AHRS) 

unit of the navigation system to 

determine if it is at a Mod Status ‘‘18.’’ 

If either AHRS unit is at Mod Status 

‘‘18,’’ the EAD requires installing 

placards on the instrument panel to 

prohibit single pilot instrument flight 

rule (IFR) and single pilot night flight 

and reducing airspeeds to 120 knots 

indicated airspeed (KIAS) if both 

autopilots uncouple during instrument 

meteorological conditions (IMC) or 

night flight. The EAD also requires 

inserting minimum crew and airspeed 

limitations into the Limitations section 

of the applicable Rotorcraft Flight 

Manual (RFM) to limit the minimum 


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