Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 61161 

authorized for use in organic agriculture 

on November 3, 2008. Because these 

substances are critical to organic 

production and handling operations, 

producers and handlers should be able 

to continue to use these substances for 

a full 5-year period beyond their sunset 

date of November 3, 2013. Accordingly, 

pursuant to 5 U.S.C. 553, it is found and 

determined that good cause exists for 

not postponing the effective date of this 

rule until 30 days after publication in 

the Federal Register. This rule shall be 

effective on November 3, 2013. 

List of Subjects in 7 CFR Part 205 

Administrative practice and 

procedure, Agriculture, Animals, 

Archives and records, Imports, Labeling, 

Organically produced products, Plants, 

Reporting and recordkeeping 

requirements, Seals and insignia, Soil 

conservation. 

For the reasons set forth in the 

preamble, 7 CFR part 205 is amended as 

follows: 

PART 205—NATIONAL ORGANIC 

PROGRAM 

■ 1. The authority citation for 7 CFR 

part 205 continues to read as follows: 

Authority: 7 U.S.C. 6501–6522. 

■ 2. Section 205.605 is amended by 

removing the entry ‘‘Tartaric acid— 

made from malic acid’’ from paragraph 

(b). 

Dated: September 30, 2013. 

Rex A. Barnes, 

Associate Administrator, Agricultural 

Marketing Service. 

[FR Doc. 2013–24208 Filed 10–2–13; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0680; Directorate 

Identifier 2011–NM–247–AD; Amendment 

39–17602; AD 2013–19–20] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model DC–10–10 

and MD–10–10F airplanes. This AD was 

prompted by a report that the safe life 

limit on certain main landing gear 

(MLG) upper torque link bolts is 

reduced significantly due to those bolts 

being fabricated from bar stock with a 

machined head instead of from a forged 

blank with an upset head. This AD 

requires replacing certain MLG upper 

torque link bolts with new or 

serviceable parts. We are issuing this 

AD to prevent damage to the MLG and 

consequent damage to airplane 

structure, which could adversely affect 

the airplane’s continued safe flight and 

landing. 

DATES: This AD is effective November 7, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 7, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, CA 90846–0001; telephone 

206–544–5000, extension 2; fax 206– 

766–5683; 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, WA. 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: 

Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

CA 90712–4137; phone: (562) 627–5234; 

fax: (562) 627–5210; email: 

nenita.odesa@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on July 11, 2012 (77 FR 40828). 

The NPRM proposed to require 

replacing certain MLG upper torque link 

bolts with a new or serviceable part. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 40828, 

July 11, 2012) and the FAA’s response 

to each comment. 

Request To Revise the Unsafe Condition 

Boeing requested that we revise the 

unsafe condition in the NPRM (77 FR 

40828, July 11, 2012). Boeing stated that 

it disagrees with the SUMMARY section of 

the NPRM where it states that the safe 

life limit (SLL) of the bolt is reduced 

significantly due to ‘‘incorrect’’ 

fabrication. Boeing stated that it 

approved the fabrication of the bolts 

from bar stock with a machined head; 

however, this did not reduce the SLL at 

that point in time. Boeing stated that the 

fabrication therefore is not incorrect, 

and that the SLL reduction was due to 

fabrication from bar stock with a 

machined head. 

We partially agree with Boeing’s 

request. We agree that the cause of the 

unsafe condition is not incorrect 

fabrication. 

We disagree with the commenter’s 

statement that the fabrication method of 

the bolt is correct because with a 

reduced SLL the discrepant bolts do not 

meet the type design. The correct 

fabrication process of the bolt, from 

forged blank with an upset forged head, 

would not have reduced the SLL. We 

have changed the cause of the unsafe 

condition throughout this final rule to 

state that the SSL of the bolt is reduced 

significantly because those bolts were 

‘‘fabricated from bar stock with a 

machined head.’’ 

Request To Allow Maintenance Records 

Review 

FedEx requested that in paragraph (g) 

of the NPRM (77 FR 40828, July 11, 

2012) operators be allowed to show 

compliance by a records review. 

We agree with the commenter that a 

review of an airplane’s maintenance 

record is acceptable if the part number 

of the bolt can be conclusively 

determined from that review. We have 

changed paragraph (g) of this final rule 

accordingly. 

Request To Revise Applicability of the 

NPRM (77 FR 40828, July 11, 2012) 

FedEx stated that paragraphs (g) and 

(h) of the NPRM (77 FR 40828, July 11, 

2012) state to inspect the 18 airplanes 


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61162 Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 

listed in the Effectivity section of Boeing 

Alert Service Bulletin DC10–32A260, 

dated September 30, 2011. FedEx stated 

that this wording requires an inspection 

of the airplane, and since the bolts are 

easily replaced, the airplane effectivity 

listed in the service information is not 

accurate. FedEx stated that it has 

identified two additional airplanes that 

have the recalled bolts installed, and 

that the NPRM would require the 

operator to inspect an airplane that does 

not have a recalled bolt installed. FedEx 

stated that the NPRM should be worded 

to require the tracking and removal of 

the recalled bolts listed in that service 

information without any reference to the 

airplane effectivity. In addition, FedEx 

stated that the NPRM should change the 

SLL of the bolt and then allow the bolts 

to be tracked and removed in the same 

manner as any life-limited part. FedEx 

stated that paragraph (f) of the NPRM 

should state clearly that an airplane 

does not require an inspection if a 

recalled bolt is not installed. 

We infer that FedEx is requesting that 

we revise the applicability of this final 

rule because the AD applicability refers 

to the effectivity in Boeing Alert Service 

Bulletin DC10–32A260, dated 

September 30, 2011. We disagree with 

the commenter regarding revising the 

applicability of this AD. We confirmed 

with Boeing that the two additional 

airplanes mentioned previously are not 

included in the service information 

effectivity, as the affected bolts were 

removed in March 2012 and are no 

longer serviceable. We also disagree that 

this final rule should be revised to 

require a reduced SLL of the bolt, and 

the tracking and removal of the recalled 

bolts listed in the service information. 

According to 14 CFR 39.1, 

Airworthiness Directives apply to 

aircraft, aircraft engines, propellers, or 

appliances, and we are required to 

provide airplane effectivity in an AD. 

We have not changed this AD in this 

regard. 

Request To Revise the Parts Installation 

Paragraph 

FedEx requested that we revise 

paragraph (h) of the NPRM (77 FR 

40828, July 11, 2012), which stated that 

no one may install a recalled bolt on an 

airplane after the effective date of the 

AD. FedEx stated that the intent of this 

requirement is to prevent a replacement 

bolt from being installed. FedEx stated 

that the requirement can be interpreted 

as preventing removal and reinstallation of a recalled bolt during 

maintenance, which could result in 

grounding an airplane at a remote 

station until a new bolt is available. 

FedEx stated that the operator should 

have the flexibility to remove a recalled 

bolt and re-install it on the same 

airplane or another airplane to meet 

operational requirements. FedEx stated 

that paragraph (h) of the NPRM should 

be changed to state that no one may 

install a replacement bolt. FedEx stated 

that the intent of paragraph (h) of the 

NPRM could also be accomplished by 

requiring all recalled bolts to be 

removed from spares and the spare gear 

assemblies. 

We agree with the commenter. We 

agree that an operator should have the 

flexibility to re-install recalled bolts on 

the same airplane if the bolts have not 

reached their revised SLL of 6,590 flight 

cycles. We also agree that an operator 

should have the flexibility to install the 

reduced life bolt on an airplane not 

listed on the service bulletin effectivity 

list, provided the reduced life bolt is 

replaced prior to accumulation of 6,590 

flight cycles. Therefore, we have 

removed paragraph (h) of the NPRM (77 

FR 40828, July 11, 2012) from this AD 

because this would allow the 

reinstallation of a reduced life bolt on 

other Model DC–10–10 and MD–10–10 

airplanes. Subsequent paragraphs have 

been redesignated accordingly. We have 

also clarified paragraph (g) of this AD to 

specify that any replacement bolts 

identified in paragraph 3.B.1 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin DC10–32A260, 

dated September 30, 2011, must be 

replaced prior to the revised SLL. 

Request To Clarify Compliance Time 

FedEx Express and Boeing requested 

clarification of the compliance time. 

FedEx stated that paragraph (g) of the 

NPRM (77 FR 40828, July 11, 2012) 

states that the recalled bolts must be 

removed at 6,590 cycles since 

installation. FedEx stated the wording 

does not correlate with the service 

information and the service information 

changes the SLL for these recalled bolts 

from ‘‘47,300 to 6,590 cycles.’’ FedEx 

stated that this will force the recalled 

bolts to be removed at 6,590 cycles since 

new. FedEx added that the wording of 

the NPRM allows a bolt to be flown at 

6,590 cycles since installation. FedEx 

stated that the NPRM assumes every 

bolt has been installed only once in one 

airplane. FedEx stated that a review of 

its records show that several of these 

bolts have been installed on more than 

one airplane. 

Boeing stated that the compliance 

time should be ‘‘before 6,590 flight 

cycles are accrued on the part, except as 

specified in paragraph (h)’’ regardless of 

bolt installation. Boeing stated that this 

reasoning takes into account multiple 

installations. In addition, Boeing stated 

that the SLL is 6,590 flight cycles, 

regardless of part installation. 

We partially agree with the 

commenters’ request to clarify the 

compliance time. The FAA intended the 

term ‘‘bolt installation’’ as installation of 

the bolt since new. We disagree with 

FedEx’s statement that this AD and the 

service information use different terms 

in the compliance time because the term 

‘‘within 6,590 flight cycles from bolt 

installation’’ is similar to the 

compliance time in section 1.E., 

‘‘Compliance,’’ of the service 

information, which states, ‘‘before 6,590 

flight cycles from bolt installation.’’ In 

addition, we have removed paragraph 

(h) of the NPRM (77 FR 40828, July 11, 

2012) from this AD to address a 

previous comment; therefore, the 

additional language is unnecessary. 

Subsequent paragraphs have been 

redesignated accordingly. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 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 July 11, 

2012 (77 FR 40828, July 11, 2012) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM July 11, 2012 (77 

FR 40828, July 11, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 17 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 61163 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Bolt Replacement ............................................ 2 work-hours × $85 per hour = $170 ............. $9,340 $9,510 $161,670 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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): 

2013–19–20 The Boeing Company: 

Amendment 39–17602; Docket No. 

FAA–2012–0680; Directorate Identifier 

2011–NM–247–AD. 

(a) Effective Date 

This AD is effective November 7, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model DC–10–10 and MD–10–10F airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin DC10–32A260, 

dated September 30, 2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 32, Landing Gear. 

(e) Unsafe Condition 

This AD was prompted a report that the 

safe life limit on certain main landing gear 

(MLG) upper torque link bolts is reduced 

significantly due to those bolts being 

fabricated from bar stock with a machined 

head. We are issuing this AD to prevent 

damage to the MLG and consequent damage 

to airplane structure, which could adversely 

affect the airplane’s continued safe flight and 

landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Modification 

For airplanes having any bolts identified in 

paragraph 3.B.1. of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

DC10–32A260, dated September 30, 2011: 

Before the accumulation of 6,590 total flight 

cycles on the bolt, or within 180 days after 

the effective date of this AD, whichever 

occurs later, replace the MLG upper torque 

link bolt with a new or serviceable bolt, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

DC10–32A260, dated September 30, 2011. A 

review of airplane maintenance records is 

acceptable if the part number of the bolt can 

be conclusively determined from that review. 

Thereafter, before the accumulation of 6,590 

total flight cycles on any bolt identified in 

paragraph 3.B.1. of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

DC10–32A260, dated September 30, 2011, 

replace it with a new or serviceable bolt. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles Airplane 

Certification Office (ACO), ANM–120L, 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 

paragraph (i) of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by The 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(i) Related Information 

For more information about this AD, 

contact Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, CA 90712– 

4137; phone: (562) 627–5234; fax: (562) 627– 

5210; email: nenita.odesa@faa.gov. 

(j) 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) Boeing Alert Service Bulletin DC10– 

32A260, dated September 30, 2011. 

(ii) Reserved. 

(3) For The Boeing Company service 

information identified in this AD, contact 

Boeing Commercial Airplanes, Attention: 

Data & Services Management, 3855 

Lakewood Boulevard, MC D800–0019, Long 

Beach, CA 90846–0001; telephone 206–544– 

5000, extension 2; fax 206–766–5683; email 

dse.boecom@boeing.com; Internet https://

www.myboeingfleet.com. 


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61164 Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 

(4) You may review copies of the 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

(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/ibrlocations.html. 

Issued in Renton, Washington, on 

September 17, 2013. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–24105 Filed 10–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1320; Directorate 

Identifier 2012–NM–095–AD; Amendment 

39–17618; AD 2013–20–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 767 

airplanes. This AD was prompted by 

reports of cracks and heat damage on 

pivot joint components found during 

main landing gear (MLG) overhaul. This 

AD requires, for certain airplanes, 

repetitive inspections of the MLG 

pivots, truck beam bushings, and inner 

cylinder bushings. For all airplanes, this 

AD requires a maintenance program 

revision, one-time inspections of the 

MLG truck beam, and related 

investigative and corrective actions 

(including configuration changes) if 

necessary; accomplishment of these 

actions terminates the repetitive 

inspections. We are issuing this AD to 

detect and correct heat damage and 

cracks in the pivot pin, truck beam lugs, 

and inner cylinder lugs, which could 

result in fracture of the pivot joint 

components and consequent MLG 

collapse. 

DATES: This AD is effective November 7, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 7, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 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: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; email: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on January 30, 2013 (78 FR 

6251). For certain airplanes, the NPRM 

proposed to require repetitive 

inspections of the MLG pivots, truck 

beam bushings, and inner cylinder 

bushings. For all airplanes, the NPRM 

proposed to require a maintenance 

program revision, one-time inspections 

of the MLG truck beam, and related 

investigative and corrective actions 

(including configuration changes) if 

necessary; accomplishment of these 

actions would terminate the repetitive 

inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 6251, 

January 30, 2013) and the FAA’s 

response to each comment. 

Support for NPRM (78 FR 6251, 

January 30, 2013) 

American Airlines (American) noted 

no issue with this proposed AD (78 FR 

6251, January 30, 2013), and reported 

that the proposed compliance time will 

allow the work to be done during 

normal gear overhaul. 

Request To Clarify Applicability 

Aviation Partners Boeing (APB) stated 

that the installation of winglets per 

supplemental type certificate (STC) 

ST01920SE (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

082838ee177dbf62862576a4005cdfc0/

$FILE/ST01920SE.pdf) does not affect 

the accomplishment of the 

manufacturer’s service instructions. 

Delta Airlines (Delta) noted that several 

previous ADs have included similar 

information about the APB winglet 

modification, and requested that we 

clarify the applicability of the NPRM (78 

FR 6251, January 30, 2013) by including 

this provision. 

We agree. We have re-designated 

paragraph (c) as (c)(1) and added 

paragraph (c)(2) to this final rule, which 

states that STC ST01920SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

082838ee177dbf62862576a4005cdfc0/

$FILE/ST01920SE.pdf) does not affect 

the ability to accomplish the actions 

required by this AD. Therefore, for 

airplanes on which STC ST01920SE is 

installed, a ‘‘change in product’’ 

alternative method of compliance 

(AMOC) approval request is not 

necessary to comply with the 

requirements of Section 39.17 of the 

Federal Aviation Regulations (14 CFR 

39.17). For all other AMOC requests, the 

operator must request approval of an 

AMOC in accordance with the 

procedures specified in paragraph (n) of 

this AD. 

Request To Extend Compliance Time 

UPS requested that we revise 

paragraph (g) of the NPRM (78 FR 6251, 

January 30, 2013) to specify the 

repetitive interval for the lubrication 

schedule (as referenced in Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012). UPS 

stated that changing the current interval 

(14 days or 50 flight cycles) to 650 flight 

hours would provide adequate 

lubrication and a simplified method of 

tracking compliance with the 

lubrication interval. UPS stated that the 


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