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

(4) You may review copies of the 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

September 17, 2013. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

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

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1320; Directorate 

Identifier 2012–NM–095–AD; Amendment 

39–17618; AD 2013–20–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 767 

airplanes. This AD was prompted by 

reports of cracks and heat damage on 

pivot joint components found during 

main landing gear (MLG) overhaul. This 

AD requires, for certain airplanes, 

repetitive inspections of the MLG 

pivots, truck beam bushings, and inner 

cylinder bushings. For all airplanes, this 

AD requires a maintenance program 

revision, one-time inspections of the 

MLG truck beam, and related 

investigative and corrective actions 

(including configuration changes) if 

necessary; accomplishment of these 

actions terminates the repetitive 

inspections. We are issuing this AD to 

detect and correct heat damage and 

cracks in the pivot pin, truck beam lugs, 

and inner cylinder lugs, which could 

result in fracture of the pivot joint 

components and consequent MLG 

collapse. 

DATES: This AD is effective November 7, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 7, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; email: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on January 30, 2013 (78 FR 

6251). For certain airplanes, the NPRM 

proposed to require repetitive 

inspections of the MLG pivots, truck 

beam bushings, and inner cylinder 

bushings. For all airplanes, the NPRM 

proposed to require a maintenance 

program revision, one-time inspections 

of the MLG truck beam, and related 

investigative and corrective actions 

(including configuration changes) if 

necessary; accomplishment of these 

actions would terminate the repetitive 

inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 6251, 

January 30, 2013) and the FAA’s 

response to each comment. 

Support for NPRM (78 FR 6251, 

January 30, 2013) 

American Airlines (American) noted 

no issue with this proposed AD (78 FR 

6251, January 30, 2013), and reported 

that the proposed compliance time will 

allow the work to be done during 

normal gear overhaul. 

Request To Clarify Applicability 

Aviation Partners Boeing (APB) stated 

that the installation of winglets per 

supplemental type certificate (STC) 

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

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

082838ee177dbf62862576a4005cdfc0/

$FILE/ST01920SE.pdf) does not affect 

the accomplishment of the 

manufacturer’s service instructions. 

Delta Airlines (Delta) noted that several 

previous ADs have included similar 

information about the APB winglet 

modification, and requested that we 

clarify the applicability of the NPRM (78 

FR 6251, January 30, 2013) by including 

this provision. 

We agree. We have re-designated 

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

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

states that STC ST01920SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

082838ee177dbf62862576a4005cdfc0/

$FILE/ST01920SE.pdf) does not affect 

the ability to accomplish the actions 

required by this AD. Therefore, for 

airplanes on which STC ST01920SE is 

installed, a ‘‘change in product’’ 

alternative method of compliance 

(AMOC) approval request is not 

necessary to comply with the 

requirements of Section 39.17 of the 

Federal Aviation Regulations (14 CFR 

39.17). For all other AMOC requests, the 

operator must request approval of an 

AMOC in accordance with the 

procedures specified in paragraph (n) of 

this AD. 

Request To Extend Compliance Time 

UPS requested that we revise 

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

January 30, 2013) to specify the 

repetitive interval for the lubrication 

schedule (as referenced in Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012). UPS 

stated that changing the current interval 

(14 days or 50 flight cycles) to 650 flight 

hours would provide adequate 

lubrication and a simplified method of 

tracking compliance with the 

lubrication interval. UPS stated that the 


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lubrication could be scheduled along 

with the lubrication of other 

components located in that area, which 

is required by AD 2006–07–14, 

Amendment 39–14541 (71 FR 17691, 

April 7, 2006), for certain Model 767– 

200, –300, and –300F series airplanes. 

UPS added that the NPRM’s proposed 

compliance time of 14 days/50 flight 

cycles to lubricate the MLG truck pivot 

pin conflicts with the existing UPS 

maintenance program, 14 days/30 flight 

cycles, and does not add any increased 

benefit to safety. 

We disagree with the request, in light 

of the number of cracks that have been 

found in inner cylinder pivot bores due 

to friction-generated heat damage. More 

frequent lubrication reduces friction in 

the joint. Also, the Boeing 767–200/– 

300/–300F maintenance planning 

document was previously changed to 

specify 14 days/50 flight cycles for these 

actions. Under the provisions of 

paragraph (n) of this final rule, however, 

we may consider individual requests for 

adjustments to the compliance time if 

data are submitted to substantiate that 

such an adjustment would provide an 

acceptable level of safety. We have not 

changed the final rule regarding this 

issue. 

Request To Revise Inspection 

Requirements 

Paragraph (h) of the NPRM (78 FR 

6251, January 30, 2013) specified 

‘‘detailed and etch inspections’’ for 

Model 767–400ER airplanes. Boeing 

requested that we limit this requirement 

to a ‘‘detailed inspection.’’ Boeing 

reported that the referenced service 

information for this proposed 

requirement erroneously specifies 

‘‘detailed and etch inspections’’ in table 

2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012. 

Boeing explained that etch inspections 

do not apply to Model 767–400ER 

airplanes (Group 1) because those truck 

and inner cylinder pivot lugs are 

chrome plated. Boeing stated that 

affected operators will be notified of this 

error, which will be corrected when this 

service bulletin is revised. Boeing noted 

that the error appears only in paragraph 

1.E., ‘‘Compliance’’—and not the Work 

Instructions (Parts 6 and 7)—of this 

service bulletin. 

We agree with the request for the 

reasons provided by the commenter. We 

have revised paragraph (h) in this final 

rule accordingly. 

Request To Revise Inspection 

Condition: Wear 

Paragraph (h) of the NPRM (78 FR 

6251, January 30, 2013) specified 

inspections to detect, among other 

things, ‘‘wear’’ of the MLG pivot pins. 

Boeing asserted that, since wear is a 

normal occurrence, ‘‘wear’’ should be 

changed to ‘‘wear beyond limits’’ to 

correspond to this condition as 

described in Boeing Service Bulletin 

767–32A0227, Revision 1, dated 

September 13, 2012. 

We agree that clarification is 

necessary. Specific wear limits are 

defined in condition 4, table 5, of 

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

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012. No change 

to this final rule is necessary. 

Request To Revise Inspection 

Condition: Grease in Inner Diameters 

Paragraph (h) of the NPRM (78 FR 

6251, January 30, 2013) also specified 

inspections to detect ‘‘grease not present 

in the bushing inner diameter.’’ Boeing 

contended this step is unnecessary, 

since operators must clean the pivot 

joint before the inspection, so there 

would be no grease present on the 

bushing inner diameters. (Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012, specifies 

applying grease through the lube fittings 

as part of the inspection process to 

check for clogged lube passages.) Boeing 

therefore requested that we revise this 

condition to ‘‘grease not appearing in 

the bushing inner diameters when 

applied through the lube fittings’’ to 

more closely match the service bulletin 

description. 

We agree with the request, for the 

reasons provided by the commenter. We 

have changed paragraph (h) in this final 

rule accordingly. 

Request To Revise Descriptive Heading 

The descriptive heading for paragraph 

(i) of the NPRM (78 FR 6251, January 30, 

2013) was ‘‘MLG Truck Beam 

Inspections.’’ Boeing requested that we 

change this heading to ‘‘MLG Truck 

Beam and Inner Cylinder Configuration 

Change.’’ Boeing contended that this 

change would emphasize the main 

purpose of Boeing Service Bulletin 767– 

32A0227, Revision 1, dated September 

13, 2012—to replace the aluminumnickel-bronze bushings with coppernickel-tin bushings. 

We agree with the commenter’s 

request and rationale. Boeing Service 

Bulletin 767–32A0227, Revision 1, 

dated September 13, 2012, specifies this 

configuration change. We have revised 

the heading accordingly in this final 

rule. 

Request To Clarify Inspection Locations 

Paragraph (i) of the NPRM (78 FR 

6251, January 30, 2013) specified 

inspections of the ‘‘truck beam.’’ Boeing 

requested that we revise this proposed 

requirement to add inspection of the 

‘‘inner cylinders.’’ Boeing stated that the 

main purpose of Boeing Service Bulletin 

767–32A0227, Revision 1, dated 

September 13, 2012, is to replace the 

truck beam and inner cylinder pivotjoint bushings, and asserted that the 

NPRM omitted the inner cylinder 

bushings and emphasized the 

inspection process rather than the 

configuration change. 

We agree with the request and have 

changed paragraph (i) accordingly in 

this final rule. 

Request To Include Heat Damage as an 

Inspection Condition 

Paragraph (i) of the NPRM (78 FR 

6251, January 30, 2013) specified 

inspections to detect, among other 

things, ‘‘distress, corrosion, and 

cracking.’’ Boeing requested that we add 

‘‘heat damage’’ to these conditions to 

more closely match the language of 

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012. 

Boeing stated that heat damage, 

explicitly identified as a condition in 

this service bulletin, is the primary type 

of damage to be expected. 

We agree to clarify the possible 

findings of the inspection. Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012, specifies 

various conditions based on the airplane 

group, and heat damage is identified as 

one of those conditions. We have 

changed paragraph (i) in this final rule 

to clarify that the inspection is intended 

to detect ‘‘applicable discrepancies’’ 

specified in Boeing Service Bulletin 

767–32A0227, Revision 1, dated 

September 13, 2012. 

Request To Allow Terminating Action 

per Service Information 

Paragraph (k)(2) of the NPRM (78 FR 

6251, January 30, 2013) specified that 

overhaul of the MLG and installation of 

certain truck beam and inner cylinder 

bushings terminate the inspection 

requirements, if those actions are done 

using an FAA-approved alternative 

method of compliance (AMOC). Boeing 

stated that the MLG overhaul includes 

investigative and corrective actions that 

are equivalent to those found in Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012, so an 

overhaul should be an acceptable 

substitute for those actions. Boeing 

stated that most or all operators are 

expected to use the overhaul option, 

which is available in this service 

bulletin, so FAA approval of this service 

bulletin would make the process for 

requesting AMOC approval (as specified 


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in paragraph (k)(2) of the NPRM) 

unnecessary. 

We disagree with the request because 

the overhaul procedures necessary to 

address the unsafe condition identified 

in this AD would encompass 

significantly more work than the 

commenter described. Operators must 

contact the FAA to obtain approval for 

an acceptable method to ensure that the 

overhaul meets the requirement of this 

AD. We have not changed the final rule 

regarding this issue. 

Request To Include Part References 

Delta requested that we clarify the 

proposed actions specified in 

paragraphs (h) and (i) of the NPRM (78 

FR 6251, January 30, 2013) by also 

identifying the applicable Parts of the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012. 

We agree with the request. We have 

added references to ‘‘Part 2’’ in 

paragraph (h) of this final rule and ‘‘Part 

3’’ in paragraph (i) of this final rule. 

Request To Account for Related AD 

UPS requested that we revise 

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

January 30, 2013) to refer to AD 2006– 

07–14, Amendment 39–14541 (71 FR 

17691, April 7, 2006). UPS stated that 

the new copper-nickel-tin bushing 

material (identified in the NPRM and 

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012), 

replaces the aluminum-nickel-bronze 

bushing material specified in AD 2006– 

07–14. UPS asserted that compliance 

with both the NPRM and AD 2006–07– 

14 cannot be concurrently satisfied 

because the NPRM, which would 

require use of copper-nickel-tin 

material, conflicts with AD 2006–07–14, 

which requires use of aluminum-nickelbronze bushing material. UPS stated 

that Boeing Service Bulletin 767– 

32A0227, Revision 1, dated September 

13, 2012, explains that use of the new 

copper-nickel-tin bushing material is an 

AMOC to AD 2006–07–14, and 

requested that we revise the NPRM to 

include this AMOC. 

We find that clarification is necessary. 

Paragraph 1.F., ‘‘Approval,’’ of Boeing 

Service Bulletin 767–32A0227, Revision 

1, dated September 13, 2012, already 

addresses the issue raised by the 

commenter. Specifically, paragraph (j) 

of AD 2006–07–14, Amendment 39– 

14541 (71 FR 17691, April 7, 2006), 

specifies installing aluminum-nickelbronze bushings as part of the 

terminating action. This final rule 

requires replacement of those 

aluminum-nickel-bronze bushings with 

bushings made of copper-nickel-tin 

material. Using a copper-nickel-tin 

bushing is considered to be an AMOC 

for installing an aluminum-nickelbronze bushing, when installed as part 

of the terminating action for paragraph 

(j) of AD 2006–07–14. As requested by 

the commenter, we changed paragraph 

(b) of this final rule to clarify that this 

AD affects AD 2006–07–14. 

Requests To Correct Typographical 

Error 

Boeing and Delta noted a 

typographical error in paragraph (h) of 

the NPRM (78 FR 6251, January 30, 

2013), which incorrectly specified 

inspecting ‘‘pivots’’ instead of ‘‘pivot 

pins.’’ 

We acknowledge the error and have 

corrected paragraph (h) in this final rule 

accordingly. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 6251, 

January 30, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 6251, 

January 30, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 420 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product 

Number of 

affected 

U.S. 

airplanes 

Cost on U.S. operators 

Maintenance program revision.1 work-hour × $85 per 

hour = $85.

$0 $85 .................................... 420 $35,700. 

Repetitive inspections ....... 59 work-hours × $85 per 

hour = $5,015 per inspection cycle.

0 $5,015 per inspection 

cycle.

38 $190,570 per inspection 

cycle. 

One-time inspections ........ 147 work-hours × $85 per 

hour = $12,495.

0 $12,495 ............................. 420 $5,247,900. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

(including related investigative actions, 

configuration changes, and corrective 

actions) specified in this 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 

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. 


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For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2013–20–12 The Boeing Company: 

Amendment 39–17618 ; Docket No. 

FAA–2012–1320; Directorate Identifier 

2012–NM–095–AD. 

(a) Effective Date 

This AD is effective November 7, 2013. 

(b) Affected ADs 

AD 2006–07–14, Amendment 39–14541 

(71 FR 17691, April 7, 2006), is affected by 

this AD. 

(c) Applicability 

(1) This AD applies to The Boeing 

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

–400ER series airplanes, certificated in any 

category, as identified in Boeing Service 

Bulletin 767–32A0227, Revision 1, dated 

September 13, 2012. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01920SE (http:// 

rgl.faa.gov/Regulatory

_and_Guidance_Library/rgstc.nsf/0/ 

082838ee177dbf62862576a4005cdfc0/$FILE/ 

ST01920SE.pdf) does not affect the ability to 

accomplish the actions required by this AD. 

Therefore, for airplanes on which STC 

ST01920SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 32, Landing Gear. 

(e) Unsafe Condition 

This AD was prompted by reports of cracks 

and heat damage found on pivot joint 

components found during main landing gear 

(MLG) overhaul. We are issuing this AD to 

detect and correct heat damage and cracks in 

the pivot pin, truck beam lugs, and inner 

cylinder lugs, which could result in fracture 

of the pivot joint components and 

consequent MLG collapse. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Maintenance Program Revision 

At the applicable times specified in 

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

Service Bulletin 767–32A0227, Revision 1, 

dated September 13, 2012, except as 

provided by paragraph (j) of this AD, revise 

the maintenance program to incorporate the 

specified maintenance review board (MRB) 

item, in accordance with Part 1 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–32A0227, Revision 1, 

dated September 13, 2012. 

(h) Repetitive Pivot Pin and Bushing 

Inspections 

For airplanes identified as Group 1 in 

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012: At the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Service Bulletin 

767–32A0227, Revision 1, dated September 

13, 2012, except as provided by paragraph (j) 

of this AD, do a detailed inspection to detect 

discrepancies (including bronze transfer, heat 

discoloration, darkened streaks, thermal 

spray coating distress, wear, cracking, 

smearing of material into the lubrication 

grooves, or grease not appearing in the 

bushing inner diameters when applied 

through the lube fittings) of the MLG pivot 

pins, truck beam bushings, and inner 

cylinder bushings, and do all applicable 

corrective actions, in accordance with Part 2 

of the Accomplishment Instructions of 

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012. Do all 

applicable corrective actions before further 

flight. Repeat the inspection thereafter at the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Service Bulletin 

767–32A0227, Revision 1, dated September 

13, 2012. 

(i) Inspections of MLG Truck Beam and 

Inner Cylinder Configuration Change 

For all airplanes: At the applicable time 

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

Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012, except 

as provided by paragraph (j) of this AD, 

inspect the MLG truck beam and inner 

cylinders, using a detailed inspection, etch 

inspection, and fluorescent penetrant 

inspection (FPI), as applicable, to detect 

applicable discrepancies, and do all 

applicable related investigative and 

corrective actions (including configuration 

changes), in accordance with Part 3 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–32A0227, Revision 1, 

dated September 13, 2012. Do all applicable 

related investigative and corrective actions 

before further flight. Boeing Service Bulletin 

767–32A0227, Revision 1, dated September 

13, 2012, provides options for accomplishing 

certain corrective actions. 

(j) Service Information Exception 

Where Boeing Service Bulletin 767– 

32A0227, Revision 1, dated September 13, 

2012, specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(k) Terminating Action 

(1) Accomplishment of the actions required 

by paragraphs (g) and (i) of this AD 

terminates the requirements of paragraph (h) 

of this AD. 

(2) Overhaul of the MLG and installation 

of truck beam and inner cylinder bushings 

having applicable part numbers identified in 

Appendix ‘‘B’’ of Boeing Service Bulletin 

767–32A0227, Revision 1, dated September 

13, 2012, terminate the requirements of 

paragraphs (h) and (i) of this AD, if the 

actions are done using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(l) No Alternative Actions or Intervals 

After accomplishing the revision required 

by paragraph (g) of this AD, no alternative 

actions (e.g., inspections) or intervals may be 

used unless the actions or intervals are 

approved as an AMOC in accordance with 

the procedures specified in paragraph (n) of 

this AD. 

(m) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraphs (g), (h), (i), 

and (k) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 767– 

32A0227, dated April 25, 2012, which is not 

incorporated by reference in this AD. 

(n) 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 

paragraph (o)(1) of this AD. Information may 

be emailed to 9-ANM-Seattle-ACO-AMOCRequests@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 


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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. 

(o) Related Information 

(1) For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6577; fax: 425–917– 

6590; email: berhane.alazar@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD may be obtained at the addresses 

specified in paragraphs (p)(3) and (p)(4) of 

this AD. 

(p) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Service Bulletin 767–32A0227, 

Revision 1, dated September 13, 2012. 

(ii) Reserved. 

(3) 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; Internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

September 16, 2013. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–23898 Filed 10–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0052; Directorate 

Identifier 2013–NE–02–AD; Amendment 39– 

17600; AD 2013–19–18] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Rolls-Royce plc (RR) RB211–535E4–37, 

RB211–535E4–B–37, RB211–535E4–C– 

37, and RB211–535E4–B–75 turbofan 

engines. This AD requires removal of 

affected parts using a drawdown plan. 

This AD was prompted by RR updating 

the low-cycle-fatigue life analysis for the 

low pressure turbine (LPT) stage 2 discs. 

We are issuing this AD to prevent LPT 

stage 2 disc failure, which could result 

in uncontained engine damage and 

damage to the airplane. 

DATES: This AD becomes effective 

November 7, 2013. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD as of 

November 7, 2013. 

ADDRESSES: The Docket Operations 

office is located at Docket Management 

Facility, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the mandatory 

continuing airworthiness information 

(MCAI), the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (phone: 800– 

647–5527) is provided in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Robert Green, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7754; fax: 781–238– 

7199; email: Robert.Green@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on April 5, 2013 (78 FR 20507). 

The NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

A recent re-evaluation of Critical Part lives 

carried out by Rolls-Royce revealed changes 

to the thermal profile and stresses in certain 

features of the low pressure turbine (LPT) 

Stage 2 disc. These changes have resulted in 

a reduction of the cyclic life of the LPT stage 

2 discs. 

Operation of an engine equipped with a 

Critical Part that has exceeded its cyclic life 

may result in Critical Part failure, consequent 

release of high energy debris, damage to the 

aeroplane and/or injury to occupants. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Agreement With the AD 

The Boeing Company expressed 

support for the NPRM (78 FR 20507, 

dated April 5, 2013). 

Request To Be Less Specific About 

Service Bulletin Revision Level and 

Date 

Texas Aero Engine Services LLC and 

United Airlines (UAL) requested that we 

not include the revision level and date 

of RR Alert Non-Modification Service 

Bulletin (NMSB) No. RB.211–72– 

AH029, dated December 13, 2012, or 

that we add the words ‘‘or later 

revision’’ because service bulletins can 

be revised often. 

We disagree. RR Alert NMSB No. 

RB.211–72–AH029, dated December 13, 

2012, contains unique methods that 

require incorporation by reference, 

requiring that we specify revision level 

and date. We do not know how the 

NMSB may be revised in the future, and 

therefore cannot add the words ‘‘or later 

revision.’’ We did not change this AD. 

Request To Change the Definition of 

Engine Shop Visit (ESV) 

RR and UAL requested that we change 

our definition of ESV in paragraph (g) of 

this AD by replacing the words 

‘‘separation of flanges’’ with ‘‘deblading 

of the affected rotor disc.’’ They noted 

that our ESV definition is not consistent 

with the instructions in RR Alert NMSB 

No. RB.211–72–AH029, dated December 

13, 2012, which only applies when the 

LPT Module will be stripped and the 

affected rotor is debladed. Our ESV 


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