46340 Federal Register / Vol. 77, No. 150 / Friday, August 3, 2012 / Proposed Rules 

economically unacceptable impact and 

would therefore require regulation 

within the United States and on all 

similar plant material imported into the 

United States to ensure a low 

prevalence of CWR in production 

facilities. Designating CWR as a 

regulated non-quarantine pest would 

allow for the creation of a certification 

program for both domestic propagators 

and propagators in foreign countries 

who want to export cuttings of CWR 

hosts into the United States. This 

certification would provide a level of 

protection against the possible shipment 

of CWR infected cuttings from approved 

foreign facilities. Designating CWR as a 

regulated non-quarantine pest would 

mean discontinuing the current process 

for responding to domestic CWR 

outbreaks and the removal of CWR from 

our list of actionable quarantine pests. 

3. No longer managing CWR as a 

quarantine pest whose presence requires 

an eradication-oriented response, but 

maintaining port of entry restrictions for 

chrysanthemums destined to those 

States where CWR is not present and 

where these States have established an 

official control program under the 

Federally Regulated State-Managed 

Phytosanitary Program. Any State 

wishing to establish an official control 

program would have to conduct a 

survey demonstrating that CWR does 

not already exist in the state, conduct 

periodic nursery inspections illustrating 

the continued absence of CWR in 

growing operations, and issue State 

level regulations which controls the 

importation of CWR host material into 

the State and allows for the eradication 

of CWR if detected within the State. 

Once a State’s official control program 

is approved by APHIS, any potential 

host of CWR with that State as its 

intended final destination would be 

inspected at the U.S. port and refused 

entry into the State if CWR is found. 

However, potential CWR hosts arriving 

at ports, and destined for States which 

do not have an official control program 

for CWR, would not be inspected or 

regulated for CWR. Additional 

information regarding The Federally 

Recognized State Managed 

Phytosanitary Program is available on 

the APHIS Web site at http:// 

www.aphis.usda.gov/plant_health/ 

plant_pest_info/frsmp/index.shtml. 

4. Completely removing CWR as a 

quarantine pest whose presence requires 

an eradication-oriented response, thus 

allowing propagators and growers to 

manage CWR as a quality pest of 

chrysanthemum without Federal 

restrictions requiring eradication of this 

pest. 

We welcome comments on these 

options, particularly on the advantages 

and disadvantages of each option and 

the commenter’s preferred option. If 

none of the options under consideration 

seem appropriate, we encourage the 

submission of new options or 

suggestions that we may have 

overlooked, as well as comments on the 

advantages of these new options or 

suggestions. 

This action has been determined to be 

not significant for the purposes of 

Executive Order 12866 and, therefore, 

has not been reviewed by the Office of 

Management and Budget. 

Authority: 7 U.S.C. 150dd, 150ee, 150ff, 

151–167; 7 CFR 2.22, 2.80, and 371.2(c). 

Done in Washington, DC, this 30th day of 

July. 

Kevin Shea, 

Acting Administrator, Animal and Plant 

Health Inspection Service. 

[FR Doc. 2012–19024 Filed 8–2–12; 8:45 am] 

BILLING CODE 3410–34–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0803; Directorate 

Identifier 2011–NM–214–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to all The Boeing Company 

Model 777–200, -200LR, -300, and 

-300ER series airplanes. The existing AD 

currently requires repetitive inspections 

for cracking of the elevator actuator 

fittings. Since we issued that AD, the 

manufacturer has developed a 

modification that was approved as an 

optional terminating action to the 

currently required repetitive 

inspections. We have been advised that 

the modification procedures include 

certain incorrect torque values. This 

proposed AD would require, for 

previously modified airplanes, 

repetitive inspections for movement of 

the fittings or fastener heads, and 

eventual replacement of certain bolts 

(including related investigative and 

corrective actions if necessary). For all 

airplanes, this replacement, with 

corrected torque values, would 

terminate the requirements of the AD. 

This proposed AD would also remove 

certain airplanes from the applicability. 

We are proposing this AD to detect and 

correct a cracked actuator fitting or 

incorrectly installed bolts to the actuator 

fitting, which could lead to the elevator 

becoming detached and unrestrained, 

and a consequent unacceptable flutter 

condition and loss of control of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by September 17, 

2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Melanie Violette, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

985057–3356; phone: 425–917–6422; 


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fax: 425–917–6590; email: 

melanie.violette@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2012–0803; Directorate Identifier 

2011–NM–214–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On December 10, 2007, we issued AD 

2007–26–05, Amendment 39–15307 (72 

FR 71212, December 17, 2007), for all 

Boeing Model 777–200, –200LR, –300, 

and –300ER series airplanes. That AD 

requires initial and repetitive 

inspections for cracking of the elevator 

actuator fittings, and replacement of any 

cracked fitting with a new fitting. That 

AD resulted from a report of a cracked 

left elevator actuator fitting. We issued 

that AD to detect and correct a cracked 

actuator fitting, which could detach 

from the elevator and lead to an 

unrestrained elevator and an 

unacceptable flutter condition, and 

consequent loss of airplane control. 

Actions Since Existing AD Was Issued 

The preamble to AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007), specifies that we 

consider the requirements ‘‘interim 

action’’ and that the manufacturer is 

developing a modification to address 

the unsafe condition. AD 2007–26–05 

also explains that we might consider 

further rulemaking if a modification is 

developed, approved, and available. The 

manufacturer developed such a 

modification, which is specified in 

Boeing Alert Service Bulletin 777– 

55A0016, dated October 27, 2009. We 

issued an alternative method of 

compliance (AMOC) specifying that the 

optional accomplishment of the actions 

specified in Boeing Alert Service 

Bulletin 777–55A0016, dated October 

27, 2009, terminate the requirements of 

AD 2007–26–05. Boeing Alert Service 

Bulletin 777–55A0016, dated October 

27, 2009, however, specified incorrect 

torque values for the BACB30NR4K6 

and BACB30NR4K7 bolts, which could 

recreate the original unsafe condition. 

We have thus determined that further 

rulemaking is necessary to address this 

potentially reintroduced unsafe 

condition. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 777–55A0016, Revision 1, 

dated August 25, 2011, which describes 

procedures for replacing the elevator 

actuator fitting assemblies with new 

assemblies, and torquing the bolts with 

correct torque values, which eliminates 

the need for the repetitive inspections 

required by AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007). 

Boeing Alert Service Bulletin 777– 

55A0016, Revision 1, dated August 25, 

2011, also describes additional work for 

airplanes that were modified using 

Boeing Alert Service Bulletin 777– 

55A0016, dated October 27, 2009, 

which specified certain incorrect 

fastener torque values. For those 

airplanes that were modified using the 

incorrect torque values, Boeing Alert 

Service Bulletin 777–55A0016, Revision 

1, dated August 25, 2011, also describes 

procedures for repetitive detailed 

inspections for movement of the 

fastener heads and the fittings along the 

spar web of the elevator actuator fitting 

assemblies, and eventual replacement of 

the 12 bolts common to the elevator 

actuator fitting and the spar web 

(including related investigative and 

corrective actions), which eliminates the 

need for the repetitive inspections. 

Related investigative actions include a 

detailed inspection for fitting damage, a 

detailed inspection of the composite 

spar web for damage, and an ultrasonic 

inspection for cracks, delaminations, 

and damage. Corrective actions include 

contacting Boeing and doing the repairs. 

We also reviewed Boeing Service 

Bulletin 777–55A0015, Revision 3, 

dated November 24, 2009, which 

describes the same actions as Boeing 

Alert Service Bulletin 777–55A0015, 

dated April 19, 2007 (which was cited 

in AD 2007–26–05, Amendment 39– 

15307 (72 FR 71212, December 17, 

2007), as the appropriate source of 

service information for the required 

actions), and adds an optional 

terminating action for certain inspection 

requirements using Boeing Alert Service 

Bulletin 777–55A0016, dated October 

27, 2009. 

Differences Between Proposed Rule and 

Service Bulletin 

Boeing Alert Service Bulletin 777– 

55A0016, Revision 1, dated August 25, 

2011, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007). This proposed AD 

would remove new production 

airplanes from the applicability. This 

proposed AD would also require 

accomplishing the actions specified in 

the service information described 

previously. 

Change to Existing AD 

This proposed AD would retain all 

requirements of AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007). Since AD 2007–26– 

05 was issued, the AD format has been 

revised, and certain paragraphs have 

been rearranged. As a result, the 

corresponding paragraph identifier has 

changed in this proposed AD, as listed 

in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in existing AD 2007-26-05, 

Amendment 39-15307 

(72 FR 71212, 

December 17, 2007)) 

Corresponding 

requirement in this 

proposed AD 

Paragraph (f) paragraph (g) 

Costs of Compliance 

We estimate that this proposed AD 

affects 139 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 


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46342 Federal Register / Vol. 77, No. 150 / Friday, August 3, 2012 / Proposed Rules 

ESTIMATED COSTS

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

Inspection (retained actions from AD 

2007-26-05, Amendment 39-15307 

(72 FR 71212, December 17, 

2007)).

10 work-hours × $85 per hour = $850 

per inspection cycle.

$0 $850 per inspection cycle.$118,150 per inspection 

cycle. 

Inspection (new proposed action) ....... 14 work-hours × $85 per hour = 

$1,190 per inspection cycle.

$0 $1,190 .................. Up to $165,410 per inspection cycle. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

proposed inspections. We have no way 

of determining the number of aircraft 

that might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Fitting replacement ............................. 132 work-hours × $85 per hour = $11,220 .................................................... $21,643 $32,863 

Bolt replacement ................................ 105 work-hours × $85 per hour = $8,925 ...................................................... 65 8,990 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

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), 

(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. 

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 airworthiness directive (AD) 

2007–26–05, Amendment 39–15307 (72 

FR 71212, December 17, 2007), and 

adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2012–0803; Directorate Identifier 2011– 

NM–214–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by September 17, 2012. 

(b) Affected ADs 

This AD supersedes AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, –200LR, –300, and –300ER 

series airplanes; certificated in any category, 

as identified in Boeing Alert Service Bulletin 

777–55A0016, Revision 1, dated August 25, 

2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 55, Stabilizers. 

(e) Unsafe Condition 

This AD was prompted by a report of a 

cracked left elevator actuator fitting, and the 

recent determination that certain incorrect 

torque values had been specified for an 

alternative method of compliance intended to 

terminate the requirements of the existing 

AD. We are issuing this AD to detect and 

correct a cracked actuator fitting or 

incorrectly installed bolts to the actuator 

fitting, which could lead to the elevator 

becoming detached and unrestrained, and a 

consequent unacceptable flutter condition 

and loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspections and Corrective 

Actions With No Changes 

This paragraph restates the inspections and 

corrective actions required by paragraph (f) of 

AD 2007–26–05, Amendment 39–15307 (72 

FR 71212, December 17, 2007), with no 

changes. 

(1) Do all inspections and actions 

described in paragraphs (g)(1) and (g)(2) of 

this AD, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–55A0015, dated April 

19, 2007; or Boeing Alert Service Bulletin 

777–55A0015, Revision 3, dated November 

24, 2009. As of the effective date of this AD, 

Boeing Alert Service Bulletin 777–55A0015, 

Revision 3, dated November 24, 2009, must 

be used to accomplish the actions required 

by this paragraph. At the applicable time 

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

Boeing Alert Service Bulletin 777–55A0015, 


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Federal Register / Vol. 77, No. 150 / Friday, August 3, 2012 / Proposed Rules 46343 

dated April 19, 2007, except as provided by 

paragraph (g)(3) of this AD, do an initial dye 

penetrant or high-frequency eddy current 

(HFEC) inspection for cracking of the elevator 

actuator fittings, and, thereafter, do repetitive 

dye penetrant, HFEC, or detailed inspections 

at the applicable times specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 777–55A0015, dated April 19, 2007. 

(2) Before further flight, replace any fitting 

found to be cracked during any inspection 

required by paragraph (g)(1) of this AD with 

a new fitting having the same part number, 

or an optional part number as identified in 

Boeing Alert Service Bulletin 777–55A0015, 

dated April 19, 2007; or Boeing Service 

Bulletin 777–55A0015, Revision 3, dated 

November 24, 2009. Thereafter, do initial and 

repetitive inspections of the replacement 

fitting at the time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 777–55A0015, dated April 19, 2007. 

(3) Where Boeing Alert Service Bulletin 

777–55A0015, dated April 19, 2007, specifies 

a compliance time after the date on that 

service bulletin, this AD requires compliance 

within the specified compliance time after 

January 22, 2008 (the effective date of AD 

2007–26–05, Amendment 39–15307 (72 FR 

71212, December 17, 2007)). 

(h) New Additional Actions for Certain 

Airplanes 

For airplanes on which the elevator 

actuator fitting assemblies have been 

replaced in accordance with and using the 

fastener torque values specified in Boeing 

Alert Service Bulletin 777–55A0016, dated 

October 27, 2009: Within 180 days after the 

effective date of this AD, do a detailed 

inspection of the elevator actuator fitting 

assemblies to detect discrepancies (including 

indications of fastener head movement, and 

fitting movement along the spar web), in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–55A0016, Revision 1, dated August 25, 

2011. 

(1) If no discrepancy is detected, do the 

actions specified in paragraphs (h)(1)(i) and 

(h)(1)(ii) of this AD: 

(i) Repeat the inspection thereafter at 

intervals not to exceed 90 days or 360 flight 

cycles, whichever occurs first, until the 

actions specified in paragraph (h)(1)(ii) are 

done. 

(ii) Within 4,200 flight cycles or 750 days 

after the effective date of this AD, whichever 

occurs first, replace the 12 bolts common to 

the elevator actuator fitting and the spar web, 

and do all applicable related investigative 

and corrective actions, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 777–55A0016, 

Revision 1, dated August 25, 2011, except as 

provided by paragraph (j) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. The 

replacement of all 12 bolts in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 777–55A0016, 

Revision 1, dated August 25, 2011, 

terminates the requirements of this AD for 

that fitting only. 

(2) If any discrepancy is detected, before 

further flight, replace the 12 bolts common to 

the elevator actuator fitting and the spar web 

using new parts, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–55A0016, Revision 1, dated August 25, 

2011, except as provided by paragraph (j) of 

this AD. Do all applicable related 

investigative and corrective actions before 

further flight. The replacement of all 12 bolts 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–55A0016, Revision 1, dated August 25, 

2011, terminates the requirements of this AD 

for that fitting only. 

(i) New Optional Replacement of Elevator 

Actuator Fitting Assembly 

For airplanes on which the elevator 

actuator fitting assemblies have not been 

replaced in accordance with Boeing Alert 

Service Bulletin 777–55A0016, dated October 

27, 2009: Replacement of these fitting 

assemblies with new parts, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 777–55A0016, 

Revision 1, dated August 25, 2011, except as 

provided by paragraph (j) of this AD, 

terminates the requirements of this AD. 

(j) Exception 

If any discrepancy or cracking is found 

during any inspection required by this AD, 

and Boeing Alert Service Bulletin 777– 

55A0016, Revision 1, dated August 25, 2011, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair, using a 

method approved in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

(k) Credit for Previous Actions 

(1) This paragraph provides credit for 

inspecting and replacing the elevator actuator 

fitting assemblies, as required by paragraphs 

(h) and (i) of this AD, if the replacement was 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 777– 

55A0016, dated October 27, 2009, and using 

the correct torque values as specified in 

Boeing Alert Service Bulletin 777–55A0016, 

Revision 1, dated August 25, 2011. 

(2) This paragraph provides credit for 

inspecting and replacing actuator fittings, as 

required by paragraph (g) of this AD, if the 

inspection and replacement was performed 

before the effective date of this AD using the 

service bulletins specified in paragraphs 

(k)(2)(i) and (k)(2)(ii) of this AD and using the 

correct torque values as specified in Boeing 

Alert Service Bulletin 777–55A0016, 

Revision 1, dated August 25, 2011. 

(i) Boeing Service Bulletin 777–55A0015, 

Revision 1, dated January 31, 2008. 

(ii) Boeing Service Bulletin 777–55A0015, 

Revision 2, dated December 4, 2008. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by The 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2007–26–05, 

Amendment 39–15307 (72 FR 71212, 

December 17, 2007), are not approved as 

AMOCs for this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Melanie Violette, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 985057– 

3356; phone: 425–917–6422; fax: 425–917– 

6590; email: melanie.violette@faa.gov. 

(2) 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 985057–3356. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

Issued in Renton, Washington, on July 25, 

2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–18882 Filed 8–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0804; Directorate 

Identifier 2012–NM–094–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 


TKELLEY on DSK3SPTVN1PROD with PROPOSALS