Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 70267 

(3) For airplanes on which replacement 

parts are not available during the 

replacement specified in paragraph (f)(2) of 

this AD, do the actions in paragraphs (f)(3)(i) 

and (f)(3)(ii) of this AD in accordance with 

the Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.53–194, dated January 

10, 2007. 

(i) Before further flight, temporarily 

reinstall removed oversized bolts, provided 

the bolts are serviceable. 

(ii) Within 2,000 flight cycles after doing 

the inspection required by paragraph (f)(1) of 

this AD, replace all temporary oversized bolts 

that were installed in accordance with 

paragraph (f)(3)(i) of this AD. 

(4) Where BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.53– 

194, dated January 10, 2007, specifies to 

contact BAE Systems (Operations) Limited if 

any defect is found in the second oversize 

fastener bore, before further flight, contact 

BAE Systems (Operations) Limited for repair 

instructions and do the repair. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. Send 

information to ATTN: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

appropriate principal inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2007– 

0277, dated November 5, 2007; and BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.53–194, dated January 

10, 2007; for related information. 

Material Incorporated by Reference 

(i) You must use BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.53– 

194, dated January 10, 2007, to do the actions 

required by this AD, unless the AD specifies 

otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; 

e-mail raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(3) You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or 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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

November 4, 2008. 

Stephen P. Boyd, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–26918 Filed 11–19–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–29045; Directorate 

Identifier 2007–NM–048–AD; Amendment 

39–15736; AD 2008–23–15] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 767–200, –300, and –400ER 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 767–200, –300, and 

–400ER series airplanes. This AD 

requires installing new relay(s), circuit 

breakers as applicable, and wiring to 

allow the flightcrew to turn off electrical 

power to the in-flight entertainment 

(IFE) systems and certain circuit 

breakers through a utility bus switch, 

and doing other specified actions. This 

AD results from an IFE systems review. 

We are issuing this AD to ensure that 

the flightcrew is able to turn off 

electrical power to IFE systems and 

other non-essential electrical systems 

through a switch in the flight 

compartment. The flightcrew’s inability 

to turn off power to IFE systems and 

other non-essential electrical systems 

during a non-normal or emergency 

situation could result in the inability to 

control smoke or fumes in the airplane 

flight deck or cabin. 

DATES: This AD is effective December 

26, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 26, 2008. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

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 (telephone 800–647–5527) 

is the 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: 

Shohreh Safarian, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6418; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Boeing Model 767–200, –300, 

and –400ER series airplanes. That 

NPRM was published in the Federal 

Register on August 24, 2007 (72 FR 

48591). That NPRM proposed to require 

installing new relay(s) and wiring to 

allow the flightcrew to turn off electrical 

power to the in-flight entertainment 

(IFE) systems and certain circuit 

breakers through a utility bus switch, 

and doing other specified actions. 

Explanation of Additional Requirement 

for Certain Airplanes 

For certain Model 767–300 series 

airplanes identified in Boeing Service 

Bulletin 767–24–0151, dated September 

14, 2006, paragraph (g) of this AD would 

require installing circuit breakers. We 


rwilkins on PROD1PC63 with RULES
70268 Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 

inadvertently omitted that action from 

the NPRM. Since none of these affected 

airplanes are on the U.S. registry, notice 

and opportunity for public comment 

before issuing this AD are unnecessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the three commenters. 

Support for the NPRM 

Inflight Canada (IFC) and Japan 

Airlines (JAL) strongly support the 

intent of the NPRM. 

Request To Clarify Analysis and 

Background of the IFE System Review 

JAL states that the technical analysis 

and engineering background of the IFE 

system should be clearly explained in 

the NPRM. JAL also states that the 

NPRM does not clearly address 

Transistor Transistor Logic (TTL) power 

consumption, location or quantity of the 

units, operation during flight, or system 

shutdown in the event of smoke. For 

example, JAL points out that the 

‘‘Discussion’’ section of the NPRM states 

that the IFE review did not consider 

systems that provide only audio signals 

to each passenger seat or the passenger 

flight information system, and in-seat 

power supply (ISPS) systems that 

provide power to less than 20 percent of 

the total passenger seats. JAL states that 

the NPRM provides no engineering 

analysis as to why 40 seats with an ISPS 

system are a concern on a 150-seat 

airplane, while 60 seats with an ISPS 

system on a 350-seat airplane is not a 

concern. JAL also states that this kind of 

definition leads to confusion (including 

IFE development and configuration in 

the future). JAL also states that the 

technical definition and background on 

safety must be clear and properly 

understood by everyone. 

We infer that JAL requests that we 

clarify the analysis and background of 

the IFE system review, and we agree to 

provide clarification. The ‘‘Discussion’’ 

section of the NPRM provides the 

background information that led to FAA 

regulatory actions requiring the removal 

of power from complex IFE system 

installations in the event of smoke or 

fire, without affecting other systems 

essential for safe flight and landing and 

without the use of circuit breakers for 

power removal. JAL’s concerns related 

to TTL power consumption, etc., are 

immaterial to correcting the unsafe 

condition, which is the inability to 

disconnect power from the IFE system 

in the event of smoke or fire. The FAA 

study focused on IFE installations that 

are complex in terms of electrical 

circuitry and power demands. This 

study excluded non-essential systems 

that are simple in design and demand 

low power for operation. Due to the 

large number of ISPS installations, we 

reviewed only those ISPS installations 

that provided power to more than 20 

percent of the total passenger seats. 

However, the requirements of this AD 

apply to all airplanes that have any seats 

equipped with power supplies. The 

applicability of this AD is not limited 

only airplanes having more than 20 

percent of the passenger seats equipped 

with power supplies. No change to the 

AD is necessary in this regard. 

Request To Clarify That Instructions 

Are for Airplanes Modified After 

Delivery 

Boeing requests that we clarify, in the 

‘‘Relevant Service Information’’ section 

of the NPRM, that the instructions in the 

referenced Boeing service bulletins are 

based upon the delivered product 

configuration. Boeing states that it is not 

obvious to operators that postproduction modifications to the IFE 

system might require an alternative 

method of compliance (AMOC) to 

comply with the requirements of the 

AD. 

We agree that operators might not be 

able to accomplish the requirements of 

this AD on airplanes that have been 

modified or altered after airplane 

delivery. Section 39.17 of the Federal 

Aviation Regulations (14 CFR 39.17) 

specifically addresses this situation. If a 

change in a product affects one’s ability 

to accomplish the actions required by an 

AD, then a request for FAA approval of 

an AMOC addressing that configuration 

must be submitted. The request should 

include the specific actions that address 

the unsafe condition, unless one can 

show that the change eliminated the 

unsafe condition. No change to the AD 

is necessary in this regard. 

Recommendation To Locate Primary 

Switch in the Passenger Cabin 

IFC recommends that the primary 

switch to isolate any cabin system be 

located in the cabin, rather than in the 

cockpit. IFC states that, in most cases, 

the cabin crew will be the first to notice 

a problem, and that the additional time 

needed to notify the flightcrew will 

allow the problem to worsen if not 

immediately addressed by the trained 

cabin crew. Further, IFC states that the 

intercom system between the cabin crew 

and flightcrew could be damaged by the 

same event, and that any attempt to gain 

access via the fortified and locked flight 

deck door would only aggravate the 

situation. 

We partially agree. It is acceptable to 

install a secondary, redundant switch in 

the passenger cabin, in addition to 

installing the primary switch in the 

flight deck. The emergency IFE power 

removal switch must be located as close 

to the power source as possible, as 

required by FAA Policy Memorandum 

PS–ANM100–2000–00105, ‘‘Interim 

Policy Guidance for Certification of InFlight Entertainment Systems on Title 

14 CFR Part 25 Aircraft,’’ dated 

September 18, 2000; and FAA Policy 

Memorandum ANM–01–111–165, 

‘‘Policy Statement on Certification of 

Power Supply Systems for Portable 

Electronic Devices on Part 25 

Airplanes,’’ dated March 18, 2005. This 

switch must also be accessible to the 

flightcrew, so that they can remove 

power from the IFE system in the event 

of smoke or fire in either the flight deck 

or passenger cabin. However, operators 

have the option of installing a secondary 

switch that is accessible to the cabin 

crew. It is not necessary to submit a 

request for an alternative method of 

compliance to install a secondary 

switch because the installation of a 

primary switch in the flight deck 

satisfies the requirements of this AD. 

We have not changed the AD in this 

regard. 

Recommendation To Eliminate Power 

to All Components in the Cabin 

IFC recommends that the requirement 

to remove power from cabin systems, 

which are controlled by the passengers, 

be expanded to include systems such as 

electrically-controlled seats and ISPS 

systems, in addition to IFE systems. IFC 

states that, in most cases, the ISPS and 

seat adjustment systems carry much 

higher power loads than do the IFE 

components. 

We agree that the ISPS and 

electrically-controlled seat systems must 

also be addressed by this AD. We 

referred to these systems as ‘‘other nonessential electrical systems’’ in the 

NPRM. However, we disagree that this 

AD must be expanded because those 

systems are already addressed by the 

applicable service bulletins referenced 

in this AD. The ISPS and electricallycontrolled seat systems are treated as 

non-essential loads, which the service 

bulletin specifies to rewire so that they 

will be de-powered in the same way as 

the IFE systems. No change to the AD 

is necessary in this regard. 

Request To Remove Certain Airplanes 

From the Applicability 

JAL states that the NPRM does not 

include IFE systems that provide only 

audio signals to each passenger seat, or 

IFE systems that have only a video 


rwilkins on PROD1PC63 with RULES
Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 70269 

monitor on the forward bulkhead(s) or 

projection system for providing basic 

airplane and flight information to 

passengers. JAL also states that the 

effectivity of the referenced Boeing 

service bulletins does not identify 

Model 767 airplanes with traditional 

audio/video systems (for example, 

variable number (V/N) VB371 through 

VB373, VK001 through VK016, VK021, 

VK022, and VR441). JAL, therefore, 

asserts that airplanes having V/N 

VK181, VK186, and VR461 should be 

treated the same as those airplanes 

because the only difference in 

configuration is four additional 

bulkhead monitors, with the same 

power distribution design, to provide 

passengers in front row seats with a 

better angle for viewing video. 

We infer that JAL requests that we 

remove airplanes having V/N VK181, 

VK186, and VR461 from the 

applicability of this AD. We disagree 

with revising the applicability. The 

delivered configuration of the IFE 

systems installed on airplanes having V/ 

Ns VK001 through VK016 do not meet 

the IFE complexity criteria for 

regulatory action at this time. Further, 

airplanes having V/N VB371 through 

VB373, VK021, and VK022 were not 

included in the effectivity of the 

referenced Boeing service bulletins 

because those airplanes were delivered 

prior to 1992, and IFE systems installed 

prior to 1992 are not as complex as IFE 

systems installed later. Although the 

airplane having V/N VR441 was 

delivered after 1992, the delivered 

configuration of that airplane also did 

not meet our criteria for a complex 

system. That airplane was delivered 

with two monitors and three projectors, 

but our criteria for a complex system 

required a combination of seven or more 

components. We are continuing to 

evaluate such less-complex systems and 

might consider further rulemaking in 

the future. We have not changed the AD 

in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We also determined that the change will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Costs of Compliance 

There are about 316 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs, at an average labor rate 

of $80 per hour, for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Model Boeing Service 

Bulletin Work hours Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

U.S. fleet cost 

767–400ER series airplanes ........... 767–24–0147 10 ................... $995 ............... $1,795 ............ 2 $3,590 

767–300 series airplanes ................ 767–24–0148 Up to 59 ......... Up to 5,079 .... Up to 9,799 .... 0 0 

767–300 series airplanes ................ 767–24–0149 49 ................... 4,077 .............. 7,997 .............. 7 55,979 

767–300 series airplanes ................ 767–24–0150 42 ................... 5,812 .............. 9,172 .............. 1 9,172 

767–300 series airplanes ................ 767–24–0151 Up to 42 ......... Up to 10,047 .. Up to 13,407 .. 0 0 

767–200 and ¥300 series airplanes 767–24–0152 42 ................... 12,280 ............ 15,640 ............ 86 1,345,040 

767–200 and ¥300 series airplanes 767–24–0153 42 ................... 7,751 .............. 11,111 ............ 5 55,555 

767–200 and ¥300 series airplanes 767–24–0154 9 ..................... 1,257 .............. 1,977 .............. 10 19,770 

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), and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 AD: 

2008–23–15 Boeing: Amendment 39–15736. 

Docket No. FAA–2007–29045; 

Directorate Identifier 2007–NM–048–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective December 26, 2008. 

Affected ADs 

(b) None. 


rwilkins on PROD1PC63 with RULES
70270 Federal Register / Vol. 73, No. 225 / Thursday, November 20, 2008 / Rules and Regulations 

Applicability 

(c) This AD applies to the airplanes 

identified in paragraphs (c)(1), (c)(2), and 

(c)(3) of this AD, certificated in any category. 

(1) Boeing Model 767–200 and -300 series 

airplanes, as identified in Boeing Service 

Bulletin 767–24–0152, dated September 29, 

2006; Boeing Service Bulletin 767–24–0153, 

dated September 29, 2006; and Boeing 

Service Bulletin 767–24–0154, dated 

September 26, 2002. 

(2) Boeing Model 767–300 series airplanes, 

as identified in Boeing Service Bulletin 767– 

24–0148, dated September 14, 2006; Boeing 

Service Bulletin 767–24–0149, dated 

September 14, 2006; Boeing Service Bulletin 

767–24–0150, dated September 21, 2006; and 

Boeing Service Bulletin 767–24–0151, dated 

September 14, 2006. 

(3) Boeing Model 767–400ER series 

airplanes, as identified in Boeing Service 

Bulletin 767–24–0147, dated February 20, 

2003. 

Unsafe Condition 

(d) This AD results from an in-flight 

entertainment (IFE) systems review. We are 

issuing this AD to ensure that the flightcrew 

is able to turn off electrical power to IFE 

systems and other non-essential electrical 

systems through a switch in the flight 

compartment. The flightcrew’s inability to 

turn off power to IFE systems and other nonessential electrical systems during a nonnormal or emergency situation could result 

in the inability to control smoke or fumes in 

the airplane flight deck or cabin. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Installing New Relays on Certain Model 

767–200 and –300 Series Airplanes 

(f) For the airplanes identified in paragraph 

(c)(1) of this AD: Within 60 months after the 

effective date of this AD, install new relays 

and wiring to allow the flightcrew to turn off 

electrical power to the IFE system and certain 

circuit breakers through the right utility bus 

switch and do all other specified actions, by 

accomplishing all of the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Service Bulletin 767– 

24–0152, dated September 29, 2006; Boeing 

Service Bulletin 767–24–0153, dated 

September 29, 2006; and Boeing Service 

Bulletin 767–24–0154, dated September 26, 

2002; as applicable. The other specified 

actions must be done before further flight 

after installing the new relays and wiring. 

Installing New Relays on Certain Model 

767–300 Series Airplanes 

(g) For the airplanes identified in 

paragraph (c)(2) of this AD: Within 60 

months after the effective date of this AD, 

install new relay(s), circuit breakers as 

applicable, and wiring to allow the flightcrew 

to turn off electrical power to the IFE system 

and the IFE video and audio circuit breakers 

through the right utility bus switch and do 

all other specified actions as applicable, by 

accomplishing all of the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Service Bulletin 767– 

24–0148, dated September 14, 2006; Boeing 

Service Bulletin 767–24–0149, dated 

September 14, 2006; Boeing Service Bulletin 

767–24–0150, dated September 21, 2006; and 

Boeing Service Bulletin 767–24–0151, dated 

September 14, 2006; as applicable. The other 

specified actions must be done before further 

flight after installing the new relay(s) and 

wiring. 

Installing New Relays on Certain Model 

767–400ER Series Airplanes 

(h) For the airplanes identified in 

paragraph (c)(3) of this AD: Within 60 

months after the effective date of this AD, 

install a new relay and wiring to allow the 

flightcrew to turn off electrical power to 

some of the IFE systems and certain circuit 

breakers through the left utility bus switch 

and do all other specified actions, by 

accomplishing all of the actions specified in 

the Accomplishment Instructions of Boeing 

Service Bulletin 767–24–0147, dated 

February 20, 2003. The other specified 

actions must be done before further flight 

after installing the new relay and wiring. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, ATTN: Shohreh 

Safarian, Aerospace Engineer, Systems and 

Equipment Branch, ANM–130S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6418; fax (425) 917–6590; has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Material Incorporated by Reference 

(j) You must use the service information 

contained in Table 1 of this AD, as 

applicable, to do the actions required by this 

AD, unless the AD specifies otherwise. 

TABLE 1—MATERIAL INCORPORATED BY REFERENCE

Service information Date 

Boeing Service Bulletin 767–24–0147 ..................................................................................................................................... February 20, 2003. 

Boeing Service Bulletin 767–24–0148 ..................................................................................................................................... September 14, 2006. 

Boeing Service Bulletin 767–24–0149 ..................................................................................................................................... September 14, 2006. 

Boeing Service Bulletin 767–24–0150 ..................................................................................................................................... September 21, 2006. 

Boeing Service Bulletin 767–24–0151 ..................................................................................................................................... September 14, 2006. 

Boeing Service Bulletin 767–24–0152 ..................................................................................................................................... September 29, 2006. 

Boeing Service Bulletin 767–24–0153 ..................................................................................................................................... September 29, 2006. 

Boeing Service Bulletin 767–24–0154 ..................................................................................................................................... September 26, 2002. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207; telephone 206– 

544–9990; fax 206–766–5682; e-mail 

DDCS@boeing.com; Internet https:// 

www.myboeingfleet.com. 

(3) You may review copies of the service 

information that is incorporated by reference 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; or 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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

November 4, 2008. 

Stephen P. Boyd, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–26920 Filed 11–19–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2008–0817; Airspace 

Docket No. 08–ANE–101] 

Amendment to Class E Airspace; 

Windsor Locks, Bradley International 

Airport, CT 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 


rwilkins on PROD1PC63 with RULES