Federal Register / Vol. 76, No. 164 / Wednesday, August 24, 2011 / Proposed Rules 52901 

(j) 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. 

Issued in Renton, Washington, on August 

12, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21667 Filed 8–23–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0724; Directorate 

Identifier 2010–NM–181–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 757–200, –200PF, and 

–200CB Series 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 the products listed above. 

The existing AD currently requires 

repetitive inspections of the shim 

installation between the engine strut 

vertical flange and bulkhead, and repair 

if necessary. The existing AD also 

requires, for certain airplanes, an 

inspection for cracking of the four 

critical fastener holes in the horizontal 

flange, and repair if necessary. 

Additionally, the existing AD requires 

that the existing action be performed on 

airplanes without conclusive records of 

previous inspections. Since we issued 

that AD, we have received reports of 

loose fasteners and cracks at the joint 

common to the aft torque bulkhead and 

strut-to-diagonal brace fitting and one 

report of such damage occurring less 

than 3,000 flight cycles after the last 

inspection. This proposed AD would 

reduce the repetitive inspection 

interval, and add repetitive detailed 

inspections for cracking of the 

bulkhead, and repair if necessary. This 

proposed AD would also provide an 

option, for certain airplanes, to extend 

the repetitive intervals by also doing 

repetitive ultrasonic inspections for 

cracking of the bulkhead, and repair if 

necessary. This proposed AD would 

also add an option for the high 

frequency eddy current inspection for 

cracking of the critical fastener holes, 

and repair if necessary. We are 

proposing this AD to detect and correct 

cracks, loose and broken bolts, and shim 

migration in the joint between the aft 

torque bulkhead and the strut-todiagonal brace fitting, which could 

result in damage to the strut and 

consequent separation of the strut and 

engine from the airplane. 

DATES: We must receive comments on 

this proposed AD by October 11, 2011. 

ADDRESSES: You may send comments 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, Washington 98124–2207; 

phone: 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 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6440; fax: 425–917–6590; e-mail: 

Nancy.Marsh@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–2011–0724; Directorate Identifier 

2010–NM–181–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 February 22, 2008, we issued AD 

2008–05–10, Amendment 39–15404 (73 

FR 11347, March 3, 2008), for certain 

Boeing Model 757–200, –200PF, and 

–200CB series airplanes powered by 

Rolls-Royce engines. That AD requires 

repetitive inspections of the shim 

installation between the engine strut 

vertical flange and bulkhead, and repair 

if necessary. That AD also requires, for 

certain airplanes, an inspection for 

cracking of the four critical fastener 

holes in the horizontal flange, and 

repair if necessary. That AD resulted 

from reports of cracking in the pylon 

under bolts that appear to be 

undamaged during the existing AD 

inspections. That AD also resulted from 

our determination that operators did not 

maintain records of previous 

inspections that are necessary to 

determine the appropriate corrective 

actions. We issued that AD to detect and 

correct cracks, loose and broken bolts, 

and shim migration in the joint between 

the aft torque bulkhead and the strut-todiagonal brace fitting, which could 

result in damage to the strut and 

consequent separation of the strut and 

engine from the airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 2008–05–10, we 

have received reports of loose fasteners 

and cracks at the joint common to the 

aft torque bulkhead and strut-todiagonal brace fitting and one report of 


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52902 Federal Register / Vol. 76, No. 164 / Wednesday, August 24, 2011 / Proposed Rules 

such damage found fewer than 3,000 

flight cycles after the last inspection. 

Related Service Information 

We reviewed Boeing Alert Service 

Bulletin 757–54A0047, Revision 4, 

dated June 24, 2010. This service 

information reduces the repetitive 

inspection interval to between 1,800 

flight cycles and 3,000 flight cycles, 

depending on the airplane group and 

configuration. This service information 

also adds an optional ultrasonic 

inspection for the high frequency eddy 

current inspection to detect cracking of 

the critical fastener holes, and repairs if 

necessary. This service information 

adds procedures for repetitive detailed 

inspections for cracking of the bulkhead 

around the access door cutout and 

around the critical fasteners in the 

horizontal flange, and repair if 

necessary. This service information also 

provides an option, for certain 

airplanes, to extend the repetitive 

intervals by also doing repetitive 

ultrasonic inspections for cracking of 

the bulkhead around the fasteners in the 

horizontal flange, and repairs if 

necessary. 

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 the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain all 

the requirements of AD 2008–05–10. 

This proposed AD would reduce the 

repetitive inspection interval, and add 

repetitive detailed inspections for 

cracking of the bulkhead, and repair if 

necessary. This proposed AD would 

also provide an option, for certain 

airplanes, to extend the repetitive 

intervals by also doing repetitive 

ultrasonic inspections for cracking of 

the bulkhead, and repair if necessary. 

This proposed AD would also add an 

option for the high frequency eddy 

current inspection for cracking of the 

critical fastener holes, and repair if 

necessary. 

Differences Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 757– 

54A0047, Revision 4, dated June 24, 

2010, 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. 

Change to Existing AD 

We have removed the ‘‘Service 

Bulletin Reference’’ paragraph from this 

proposed AD. That paragraph was 

identified as paragraph (f) in AD 2008– 

05–10. Instead, we have provided the 

full service bulletin citations throughout 

this proposed AD and re-identified 

subsequent paragraphs accordingly. 

Costs of Compliance 

We estimate that this proposed AD 

affects 309 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

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

Part I Inspection on fasteners 

and shims—vertical flange 

[retained actions from existing AD].

28 work-hours × $85 per hour 

= $2,380 per inspection 

cycle.

$0 $2,380 per inspection cycle ... $735,420 per inspection cycle. 

Part II Inspection on fasteners—horizontal flange 

[retained actions from existing AD].

6 work-hours × $85 per hour 

= $510 per inspection cycle.

0 $510 per inspection cycle ...... $157,590 per inspection cycle. 

Part IV inspection on critical 

fasteners—horizontal flange 

[retained actions from existing AD].

6 work-hours × $85 per hour 

= $510 per inspection cycle.

0 $510 per inspection cycle ...... $157,590 per inspection cycle. 

Part II Additional inspection 

actions on fasteners—horizontal flange [new proposed 

action].

10 work-hours × $85 per hour 

= $850 per inspection cycle.

0 $850 per inspection cycle ...... $262,650 per inspection cycle. 

Part IV inspection on critical 

fasteners—horizontal flange 

[new proposed action].

8 to 22 work-hours × $85 per 

hour = $680 to $1,870 per 

inspection cycle.

0 $680 to $1,870 per inspection 

cycle.

$210,120 to $577,830 per inspection cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

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 


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Federal Register / Vol. 76, No. 164 / Wednesday, August 24, 2011 / Proposed Rules 52903 

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) 

2008–05–10, Amendment 39–15404 (73 

FR 11347, March 3, 2008), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0724; Directorate Identifier 2010– 

NM–181–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by October 11, 2011. 

Affected ADs 

(b) This AD supersedes AD 2008–05–10, 

Amendment 39–15404. 

Applicability 

(c) This AD applies to Boeing Model 757– 

200, –200PF, and –200CB series airplanes; 

certificated in any category; line numbers 1 

through 1048 inclusive; powered by RollsRoyce engines. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 54, Nacelles/Pylons. 

Unsafe Condition 

(e) This AD was prompted by reports of 

loose fasteners and cracks at the joint 

common to the aft torque bulkhead and strutto-diagonal brace fitting and one report of 

such damage occurring less than 3,000 flight 

cycles after the last inspection. We are 

issuing this AD to detect and correct cracks, 

loose and broken bolts, and shim migration 

in the joint between the aft torque bulkhead 

and the strut-to-diagonal brace fitting, which 

could result in damage to the strut and 

consequent separation of the strut and engine 

from the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Restatement of the Requirements of AD 

2007–16–13 With Reduced Repetitive 

Intervals and New Optional Inspection 

Method 

One-Time Inspection and Repair With 

Optional Inspection Method 

(g) For airplanes identified in paragraphs 

(g)(1) and (g)(2) of this AD: Within 90 days 

after August 24, 2007 (the effective date of 

AD 2007–16–13), do a high frequency eddy 

current (HFEC) inspection for cracking of the 

four critical fastener holes in the horizontal 

flange and, before further flight, do all 

applicable repairs, in accordance with Part IV 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007; or Revision 

4, dated June 24, 2010; except as required by 

paragraph (k) of this AD. As of the effective 

date of this AD, only Boeing Alert Service 

Bulletin 757–54A0047, Revision 4, dated 

June 24, 2010, may be used. Doing an 

ultrasonic inspection for cracking of the 

fasteners, in accordance with Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 4, 

dated June 24, 2010, is an acceptable method 

for compliance with the HFEC inspection 

requirement of this paragraph. 

(1) Airplanes on which findings on the 

horizontal or vertical fasteners or the shims 

led to a rejection of any fastener during the 

actions specified in Boeing Alert Service 

Bulletin 757–54A0047, dated November 13, 

2003; or Boeing Service Bulletin 757– 

54A0047, Revision 1, dated March 24, 2005. 

(2) Airplanes that had equivalent findings 

prior to Boeing Alert Service Bulletin 757– 

54A0047, dated November 13, 2003, except 

for findings on airplanes identified as Group 

1, Configuration 2, in Boeing Alert Service 

Bulletin 757–54A0047, Revision 3, dated 

June 27, 2007, that were prior to the 

incorporation of Boeing Service Bulletin 

757–54–0035. 

Repetitive Inspection and Repair 

(h) At the applicable initial times specified 

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

Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007, except as 

required by paragraphs (i) and (j) of this AD: 

Do the inspections specified in paragraphs 

(h)(1), (h)(2), and (h)(3) of this AD, and before 

further flight, do all the applicable related 

investigative actions and repairs, by doing all 

the actions specified in Parts I and II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 3, 

dated June 27, 2007; or by doing all the 

actions in Part I and in Step 2 of Part II of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010; except as 

required by paragraph (k) of this AD. As of 

the effective date of this AD, only Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010, may be used. 

Repeat the inspections required by this 

paragraph at the times specified in paragraph 

(h)(4) of this AD. 

(1) Do detailed inspections of the shim 

installations between the vertical flange and 

bulkhead to determine if there are signs of 

movement. 

(2) Do detailed inspections of the four 

fasteners in the vertical flange to determine 

if there are signs of movement or if there are 

gaps under the head or collar. 

(3) Do detailed inspections of the fasteners 

that hold the strut to the horizontal flange of 

the strut-to-diagonal brace fitting to 

determine if there are signs of movement or 

if there are gaps under the head or collar. 

(4) Repeat the inspections required by 

paragraph (h) of this AD at the earlier of the 

times specified in paragraphs (h)(4)(i) and 

(h)(4)(ii) of this AD. Thereafter, repeat the 

inspections at intervals not to exceed the 

applicable intervals specified in paragraph 

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

Bulletin 757–54A0047, Revision 4, dated 

June 24, 2010. 

(i) At intervals not to exceed the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–54A0047, Revision 3, dated 

June 27, 2007. 

(ii) At intervals not to exceed the 

applicable intervals specified in paragraph 

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

Bulletin 757–54A0047, Revision 4, dated 

June 24, 2010; or within 90 days after the 

effective date of this AD, whichever occurs 

later. 

Exceptions to Alert Service Bulletin 

Procedures 

(i) Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

‘‘the date on this service bulletin,’’ this AD 

requires compliance within the 

corresponding specified time relative to the 

effective date of AD 2007–16–13. 

(j) Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

the ‘‘date of issuance of airworthiness 

certificate,’’ this AD requires compliance 

within the corresponding time relative to the 

date of issuance of the original standard 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness. 

(k) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007; or Revision 

4, dated June 24, 2010; specifies to contact 

Boeing for appropriate action: Before further 

flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (s) of this AD. 


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Restatement of the Requirements of AD 

2008–05–10 

Inspection/Repair for Airplanes for Which 

There Are No Conclusive Inspection Records 

(l) For airplanes for which there are no 

conclusive records showing no loose or 

missing fasteners during previous 

inspections done in accordance with the 

requirements of AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, August 

9, 2007); or AD 2005–12–04, Amendment 39– 

14120 (70 FR 34313 June 14, 2005): Do the 

actions specified in paragraphs (l)(1) and 

(l)(2) of this AD, at the times specified in 

those paragraphs, as applicable. 

(1) Within 90 days after March 18, 2008 

(the effective date of AD 2008–05–10), do the 

actions specified in paragraph (g) of this AD, 

except as required by paragraph (k) of this 

AD. 

(2) At the applicable initial times specified 

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

Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007, do the 

actions specified in paragraph (h) of this AD, 

except as required by paragraphs (j) and (m) 

of this AD. And, before further flight, do all 

applicable related investigative actions and 

repairs, by doing all the actions specified in 

Parts I and II of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007; or in Part 1 and in Step 2 of Part II of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010; except as 

required by paragraph (k) of this AD. As of 

the effective date of this AD, only Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010, may be used. 

Repeat the actions specified in paragraph (h) 

of this AD at the times specified in paragraph 

(h)(4) of this AD. 

Exception to Alert Service Bulletin 

Procedures 

(m) Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

‘‘the date on this service bulletin,’’ this AD 

requires compliance within the 

corresponding specified time relative to the 

effective date of AD 2008–05–10. 

Credit for Actions Done in Accordance With 

Previous Service Information 

(n) Except for the actions specified in 

paragraph (l) of this AD, actions done before 

March 18, 2008, in accordance with Boeing 

Service Bulletin 757–54A0047, Revision 1, 

dated March 24, 2005; or Boeing Alert 

Service Bulletin 757–54A0047, Revision 2, 

dated January 31, 2007; are considered 

acceptable for compliance with the 

corresponding actions specified in this AD. 

(o) An inspection and corrective actions 

done before June 29, 2005 (the effective date 

of AD 2005–12–04), in accordance with 

paragraph (b) or (c), as applicable, of AD 

2004–12–07, are acceptable for compliance 

with the initial inspection requirement of 

paragraph (h) of this AD. 

An Acceptable Method of Compliance With 

Certain Requirements of AD 2004–12–07 

(p) Accomplishing the actions specified in 

paragraphs (g) and (h) of this AD terminates 

the requirements specified in paragraphs (b) 

and (c) of AD 2004–12–07. 

New Requirements of This AD 

Repetitive Inspections and Repair 

(q) At the applicable initial compliance 

times specified in paragraph (r) of this AD: 

Do the applicable actions specified in 

paragraph (q)(1) or (q)(2) of this AD, in 

accordance with Step 3 of Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 4, 

dated June 24, 2010. If no cracking is found, 

repeat the inspections thereafter at intervals 

not to exceed the applicable intervals 

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

the Boeing Alert Service Bulletin 757– 

54A0047, Revision 4, dated June 24, 2010. If 

any crack is found during any inspection 

required by this paragraph, before further 

flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (s) of this AD. 

(1) For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

757–54A0047, Revision 4, dated June 24, 

2010: Do the actions specified in paragraph 

(q)(1)(i) or (q)(1)(ii) of this AD. 

(i) Do a detailed inspection for cracking of 

the bulkhead and in the area around the 

access door cutout and around the critical 

fasteners in the horizontal flange. 

(ii) Do detailed inspection for cracking of 

the bulkhead and in the area around the 

access door cutout and around the critical 

fasteners in the horizontal flange, and do an 

ultrasonic inspection for cracking of the 

bulkhead around the fasteners in the 

horizontal flange. Doing the actions in this 

paragraph extends the repetitive intervals of 

the inspections required by paragraph (q) of 

this AD. 

(2) For Group 1, Configuration 2 airplanes; 

and Group 2 airplanes; identified in Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010: Do a 

detailed inspection for cracking of the 

bulkhead and in the area around the access 

door cutout and around the critical fasteners 

in the horizontal flange. 

(r) At the applicable times specified in 

paragraphs (r)(1) and (r)(2) of this AD, do the 

actions required by paragraph (q) of this AD. 

(1) For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

757–54A0047, Revision 4, dated June 24, 

2010: At the later of the times specified in 

paragraph (r)(1)(i) or (r)(1)(ii) of this AD. 

(i) Within 1,800 flight cycles after 

accomplishing the most recent inspection 

required by paragraph (h) of this AD. 

(ii) Within 90 days after the effective date 

of this AD. 

(2) For Group 1, Configuration 2 airplanes; 

and Group 2 airplanes; identified in Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010: At the later 

of the times specified in paragraph (r)(2)(i) or 

(r)(2)(ii) of this AD. 

(i) Within 3,000 flight cycles after 

accomplishing the most recent inspection 

required by paragraph (h) of this AD. 

(ii) Within 90 days after the effective date 

of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(s)(1) The Manager, Seattle 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 e-mailed 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 previously in 

accordance with AD 2004–12–07 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(5) AMOCs approved previously in 

accordance with AD 2005–12–04 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(6) AMOCs approved previously in 

accordance with AD 2007–16–13 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(7) AMOCs approved previously in 

accordance with AD 2008–05–10 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Related Information 

(t) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue, SW., Renton, Washington 

98057–3356; phone 425–917–6440; fax 425– 

917–6590; e-mail: Nancy.Marsh@faa.gov. 

(u) 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; phone: 

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. 


wreier-aviles on DSKGBLS3C1PROD with PROPOSALS
Federal Register / Vol. 76, No. 164 / Wednesday, August 24, 2011 / Proposed Rules 52905 

Issued in Renton, Washington, on August 

12, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21668 Filed 8–23–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0438; Airspace 

Docket No. 11–AWA–4] 

RIN 2120–AA66 

Proposed Amendment to Class B 

Airspace; Salt Lake City, UT 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify Salt Lake City, UT, Class B 

airspace to contain aircraft conducting 

Instrument Flight Rules (IFR) 

instrument approach procedures to Salt 

Lake City International Airport (SCL), 

Salt Lake City, UT. The FAA is taking 

this action to improve the flow of air 

traffic, enhance safety, and reduce the 

potential for midair collision, while 

accommodating the concerns of airspace 

users. Further, this effort supports the 

FAA’s national airspace redesign goal of 

optimizing terminal and en route 

airspace to reduce aircraft delays and 

improve system capacity. 

DATES: Comments must be received on 

or before October 24, 2011. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, 1200 New Jersey Avenue, SE., West 

Building Ground Floor, Room W12–140, 

Washington, DC 20590–0001; telephone: 

(202) 366–9826. You must identify FAA 

Docket No. FAA–2011–0438 and 

Airspace Docket No. 11–AWA–4 at the 

beginning of your comments. You may 

also submit comments through the 

Internet at http: 

//www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace, Regulations, 

and ATC Procedures Group, Office of 

Airspace Services, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2011–0438 and Airspace Docket No. 11– 

AWA–4) and be submitted in triplicate 

to the Docket Management Facility (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at http:// 

www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Nos. FAA–2011–0438 and 

Airspace Docket No. 11–AWA–4.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

Internet at http://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http:// 

www.faa.gov/regulations_policies/ 

rulemaking/recently_published/. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Western Service Center, Federal 

Aviation Administration, 1601 Lind 

Ave., SW., Renton, WA 98057. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, for a copy of Advisory 

Circular No. 11–2A, Notice of Proposed 

Rulemaking Distribution System, which 

describes the application procedure. 

Background 

In 1989, the FAA issued a final rule 

establishing the Salt Lake City, UT, 

Terminal Control Area (54 FR 43786). 

As a result of the Airspace 

Reclassification final rule (56 FR 65638), 

which became effective in 1993, the 

terms ‘‘terminal control area’’ and 

‘‘airport radar service area’’ were 

replaced by ‘‘Class B airspace area’’ and 

‘‘Class C airspace area,’’ respectively. 

The primary purpose of a Class B 

airspace area is to reduce the potential 

for midair collisions in the airspace 

surrounding airports with high-density 

air traffic operations by providing an 

area in which all aircraft are subject to 

certain operating rules and equipment 

requirements. 

The SLC Class B airspace area was 

last modified in 1995 (60 FR 48350) 

using air traffic activity levels from the 

1990s, and has not been modified since. 

In recent years, Salt Lake City has 

completed construction projects to 

modernize, enhance safety, and provide 

for increased capacity at SLC. These 

projects included the construction of a 

new Runway 16 R/34 L at SLC. The new 

west runway places departures closer to 

the Oquirrh Mountains southwest of 

SLC, and these departures need to climb 

to 10,000 feet to safely clear the terrain. 

This requires downwind traffic to level 

at 11,000 feet to remain above 

departures, which leaves the arrival 

aircraft outside the Class B airspace. 

Since the SLC Class B airspace area 

was established, SLC has experienced 

increased traffic levels, a considerably 

different fleet mix, and airport 

infrastructure improvements enabling 

simultaneous instrument approach 

procedures. For calendar year 2009, SLC 

documented 328,508 total operations 

and was rated 24th among all 

Commercial Service Airports with 

9,903,821 passenger enplanements. 

Under the current Class B airspace 

configuration, aircraft routinely enter, 

exit, and then reenter Class B airspace 

while flying published instrument 

approach procedures, which is contrary 

to FAA Orders. Modeling of existing 

traffic flows has shown that the 

proposed expanded Class B airspace 

would enhance safety by containing all 

instrument approach procedures, and 

associated traffic patterns, within the 


wreier-aviles on DSKGBLS3C1PROD with PROPOSALS