63172 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

Bombardier Service Bulletin 8–52–58, 

Revision A, dated November 17, 2006; and 

Bombardier Service Bulletin 8–52–61, dated 

October 20, 2006; for related information. 

Material Incorporated by Reference 

(n) You must use the following service 

information to do the applicable actions 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference (IBR) under 5 U.S.C. 552(a) and 1 

CFR Part 51 of the following service 

information on the date specified: 

(1) Bombardier Service Bulletin 8–52–58, 

Revision A, dated November 17, 2006, 

approved for IBR November 16, 2011; 

(2) Bombardier Service Bulletin 8–52–61, 

dated October 20, 2006, approved for IBR 

November 16, 2011; 

(3) Bombardier Service Bulletin 8–52–54, 

Revision A, dated November 5, 2004, 

approved for IBR July 18, 2006 (71 FR 34006, 

June 13, 2006). 

(4) For service information identified in 

this AD, contact Bombardier Inc., Q–Series 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

e-mail thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

(5) You may review copies of the 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. 

(6) You may also review copies of the 

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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 23, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–25770 Filed 10–11–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0033; Directorate 

Identifier 2009–NM–099–AD; Amendment 

39–16737; AD 2011–14–02] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) 

that applies to all Model 767 airplanes. 

The existing AD currently requires 

repetitive detailed and high frequency 

eddy current (HFEC) inspections of the 

station (STA) 1809.5 bulkhead for 

cracking, and corrective actions if 

necessary. This AD expands the 

inspection area to include the vertical 

inner chord at STA 1809.5. This AD 

results from reported fatigue cracking in 

the vertical inner chord and the forward 

outer chord while doing the detailed 

inspection of the horizontal inner chord 

at STA 1809.5. We are issuing this AD 

to detect and correct fatigue cracking in 

the bulkhead structure at STA 1809.5 

and the vertical inner chord at STA 

1809.5, which could result in failure of 

the bulkhead structure for carrying the 

flight loads of the horizontal stabilizer, 

and consequent loss of controllability of 

the airplane. 

DATES: This AD becomes effective 

November 16, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 16, 2011. 

ADDRESSES: 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. 

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: 

Berhane Alazar, Airframe Branch, 

ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, 

SW., Renton, Washington 98057–3356; 

phone: 425–917–6577; fax: 425–917– 

6590; e-mail: Berhane.Alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2006–24–04, 

Amendment 39–14833 (71 FR 68432, 

November 27, 2006). The existing AD 

applies to all Model 767 airplanes. That 

NPRM was published in the Federal 

Register on February 8, 2010 (75 FR 

6154). That NPRM proposed to continue 

to require repetitive detailed and HFEC 

inspections of the STA 1809.5 bulkhead 

for cracking, and corrective actions if 

necessary. That NPRM also proposed to 

expand the inspection area to include 

the vertical inner chord at STA 1809.5. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM (75 FR 

6154, February 8, 2010). 

Support for the NPRM 

Continental Airlines (CAL) stated that 

it supports the intent of the NPRM (75 

FR 6154, February 8, 2010). 

Request To Revise Paragraph (k)(1) of 

the NPRM 

Boeing requested that we revise the 

compliance time in paragraph (k)(1) of 

the NPRM (75 FR 6154, February 8, 

2010) to state ‘‘whichever occurs later’’ 

rather than ‘‘whichever occurs first.’’ 

Boeing stated that a similar AD, AD 

2006–24–04 (71 FR 68432, November 

27, 2006) (the AD being superseded), 

provides a choice of the later of two 

compliance times. Boeing stated that 

changing the compliance time language 

in paragraph (k)(1) of the NPRM would 

make this AD consistent with AD 2006– 

24–04. 

We agree with the request for the 

reasons provided by the commenter, 

and we have revised paragraph (k)(1) of 

this final rule accordingly. 

Request To Add Model 767–300BCF 

and 767–200SF Structural Repair 

Manuals (SRMs) To Clarify 

Terminating Action 

Boeing requested that we specify 

Model 767–300BCF and Model 767– 

200SF SRMs in paragraphs (i) and (m) 

of the NPRM (75 FR 6154, February 8, 

2010) to clarify the terminating action 

for converted Model 767–200 and –300 

series airplanes. Boeing stated that some 

Model 767–300 airplanes have been 

converted to Model 767–300BCF 

airplanes, and some Model 767–200 

airplanes have been converted to Model 

767–200SF airplanes. Boeing stated that 

the Model 767–200SF and Model 767– 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63173 

300BCF SRMs differ from the Model 

767–200 and Model 767–300 SRMs. 

We partially agree with the request. 

The Model 767–300BCF is unique and 

has its own SRM documents. We have 

added the Model 767–300BCF SRMs to 

paragraphs (i) and (j) of this final rule 

and table 1 of this final rule (table 1 

follows paragraph (l) of this final rule; 

paragraph (l) of this final rule was 

referred to as paragraph (m) in the 

NPRM (75 FR 6154, February 8, 2010)). 

However, the Boeing Model 767– 

200SF SRM does not include Subject 

53–80–08, which is the subject 

referenced in paragraphs (i) and (l) of 

this AD; therefore, we have not changed 

the AD in regard to this model. The 

Model 767–200SF is unique and has its 

own SRM documents. After that 

material is developed, we will consider 

requests for approval of an alternative 

method of compliance (AMOC) under 

the provisions of paragraph (n) of this 

final rule. 

Request To Clarify and Revise 

Paragraph (h) of the NPRM 

CAL requested that we clarify the 

AMOC requirements of paragraph (h) of 

the NPRM (75 FR 6154, February 8, 

2010). CAL asserted that paragraph 3.B. 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 767– 

53A0131, Revision 1, dated March 12, 

2009, allows repair of the vertical inner 

chord in accordance with Repair 11 of 

Subject 53–80–08; therefore, the vertical 

inner chord needs to be added to 

paragraph (h) of the NPRM as an 

exclusion to the AMOC requirements. 

We agree with commenter’s request 

for the reasons provided. We have 

revised paragraph (h) of this AD to add 

the reference to the vertical inner chord, 

as requested by CAL. 

CAL also stated that for repairs or 

replacements of stringers and nonprincipal structural elements (PSE) parts 

(e.g., attach brackets, support clips, etc.), 

an AMOC should not be necessary. For 

instance, Parts 3 and 4 of Boeing Alert 

Service Bulletin 767–53A0131, Revision 

1, dated March 12, 2009, specify the 

detailed inspection of the structure 

surrounding the forward outer chord of 

the STA 1809.5 bulkhead, and the 

corresponding figures illustrate the 

inspection area, which encloses the 

stringers and attach fittings. As written, 

CAL stated that paragraph (h) of the 

NPRM (75 FR 6154, February 8, 2010) 

will prevent operators from making 

stringer repairs/replacements using 

‘‘SRM 53–00–03’’ without first obtaining 

an AMOC. CAL stated further that 

replacing cracked clips and brackets 

using certain ‘‘Boeing drawings’’ should 

not require an AMOC. 

CAL also requested that we revise 

paragraph (h) of the NPRM (75 FR 6154, 

February 8, 2010) to read as follows: ‘‘If 

any cracking is found in the skin or the 

STA 1809.5 bulkhead’s principal 

structural elements (PSE) other than the 

forward outer chord, horizontal inner 

chord, and vertical inner chord during 

any inspection required by paragraph (g) 

or (k) of this AD, and Boeing Service 

Bulletin 767–53A0131, dated March 30, 

2006; or Boeing Alert Service Bulletin 

767–53A0131, Revision 1, dated March 

12, 2009; specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the cracking using a method 

approved in accordance with the 

procedures specified in paragraph (n) of 

this AD. When replacing cracked parts 

per the Boeing drawings or repairing 

stringers per 767 SRM 53–00–03, 

approval in accordance with the 

procedures specified in paragraph (n) of 

this AD is not required.’’ 

We partially agree with the request to 

revise paragraph (h) of this final rule. In 

order for a method of compliance other 

than the method(s) provided by the AD 

to be used, that method must be 

approved under the provisions of 

paragraph (n) of this AD. It is crucial 

that the FAA and Boeing are aware of 

all repairs made to PSEs or surrounding 

structure, and that damage tolerance be 

performed on each repair to establish its 

effect on the fatigue life of the affected 

structure. 

In addition, we have determined that 

repairing/replacing the stringers in 

accordance with the SRM referenced by 

the commenter is an acceptable method 

of compliance for those specific 

requirements of paragraph (h) of this 

AD. We have revised paragraph (h) of 

this AD accordingly. 

However, we disagree with including 

references to ‘‘Boeing drawings’’ for 

replacing cracked clips and brackets. 

We must cite specific service 

information (with dates and revision 

levels) in our ADs and would need to 

have the applicable drawings submitted 

for review prior to including those 

drawings in an AD. Each operator may 

be using different Boeing drawings as 

reference for replacing cracked clips and 

brackets. In addition, we do not 

consider it appropriate to include 

various provisions in an AD applicable 

only to certain airplanes or to a single 

operator’s unique use of an affected 

airplane. Individual operators may 

request approval of an AMOC, provided 

sufficient data are submitted to 

substantiate such a request. 

Request To Clarify the Requirements of 

Paragraph (l) of the NPRM 

ABX requested clarification as to why 

paragraph (l) of the NPRM (75 FR 6154, 

February 8, 2010) is included. ABX 

stated that the NPRM specifies the 

limits in each applicable paragraph, and 

that the NPRM does not refer to 

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

Alert Service Bulletin 767–53A0131, 

Revision 1, dated March 12, 2009. ABX 

stated that the inclusion of paragraph (l) 

of the NPRM leads one to believe that 

somewhere in the NPRM other limits 

are hidden. 

We agree to provide clarification. We 

have determined that paragraph (l) of 

the NPRM (75 FR 6154, February 8, 

2010) was included unnecessarily 

because the NPRM did not refer to 

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

Alert Service Bulletin 767–53A0131, 

Revision 1, dated March 12, 2009. 

Therefore, we have removed that 

paragraph and other references to it 

from this final rule. 

Request To Revise Note 1 of the NPRM 

ABX requested that we revise Note 1 

of the NPRM (75 FR 6154, February 8, 

2010) from ‘‘Guidance on modifying a 

vertical inner chord * * *’’ to 

‘‘Approved methods on modifying a 

vertical inner chord * * *’’ ABX stated 

that Table 1 of the NPRM lists service 

information that provides guidance on 

modifying a vertical inner chord. ABX 

noted that this service information does 

not appear to be approved by the 

Manager of the Seattle Aircraft 

Certification Office (ACO). ABX stated 

that it believes that this service 

information should be approved for 

terminating action for the condition of 

no cracking found during the most 

recent detailed and HFEC inspections. 

ABX noted that the modification, with 

the removal of the damaged area, is 

approved as a terminating action when 

the cracks are found. ABX stated that it 

believes that the modification should 

also be approved when no cracks are 

found. 

We partially agree. We agree that 

accomplishing the terminating 

modification specified in Boeing Alert 

Service Bulletin 767–53A0131, Revision 

1, dated March 12, 2009, terminates the 

applicable inspections for airplanes on 

which cracking is found and those on 

which cracking is not found. We have 

removed Note 1 of the NPRM (75 FR 

6154, February 8, 2010) from the final 

rule and, instead, have revised 

paragraph (l) of the final rule to 

incorporate the information in Note 1 to 

specify that the optional terminating 

modification may also be done in 

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63174 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

accordance with the applicable Boeing 

767 SRM. In addition, paragraph (m) of 

this final rule specifies that if any 

cracking is found during any 

modification done in accordance with 

paragraph (l) of this AD, and the 

applicable Boeing 767 SRM specifies to 

contact Boeing for appropriate action, 

the cracking must be repaired in 

accordance with a method approved by 

the Manager of the Seattle Aircraft 

Certification Office. We also note that 

the SRM is an FAA-approved document. 

Explanation of Additional Changes to 

This AD 

We have added a new table 1 to this 

final rule to provide the applicable, 

current SRMs; we have re-identified 

subsequent tables accordingly. 

We have changed paragraphs (i) and 

(l) of this final rule to specify specific 

steps of the applicable SRM identified 

in table 1 of this AD. We have also 

reformatted paragraphs (i) and (l) of this 

final rule to differentiate the methods of 

compliance, and added new Note 1 and 

Note 2 to this final rule to explain the 

reformatting changes. 

We have revised the references to the 

SRM in the following locations to 

accurately identify Subject 53–80–08, 

Fuselage Bulkheads—Section 48: 

Paragraphs (i)(2)(i) through (i)(2)(v), 

(i)(3), (i)(4)(i) through (i)(4)(v), (i)(5), (j), 

and (l)(1) of this AD. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM (75 FR 

6154, February 8, 2010), we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

There are about 975 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

Repetitive inspections of STA 1809.5 (required by AD 2006–24–04 (71 FR 68432, 

November 27, 2006)).

12 $85 None ........ $1,020 per inspection 

cycle.

354 $361,080 per inspection cycle. 

Inspection of inner chord (new action) ......... 2 85 None ........ $170 per inspection 

cycle.

354 $60,180 per inspection cycle. 

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 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing Amendment 39–14833 (71 

FR 68432, November 27, 2006) and by 

adding the following new airworthiness 

directive (AD): 

2011–14–02 The Boeing Company: 

Amendment 39–16737. Docket No. 

FAA–2010–0033; Directorate Identifier 

2009–NM–099–AD. 

Effective Date 

(a) This AD becomes effective November 

16, 2011. 

Affected ADs 

(b) This AD supersedes AD 2006–24–04, 

Amendment 39–14833, (71 FR 68432, 

November 27, 2006). 

Applicability 

(c) This AD applies to all The Boeing 

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

–400ER series airplanes, certificated in any 

category. 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63175 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reported fatigue 

cracking in the vertical inner chord and the 

forward outer chord while doing the detailed 

inspection of the horizontal inner chord at 

STA 1809.5. The Federal Aviation 

Administration is issuing this AD to detect 

and correct fatigue cracking in the bulkhead 

structure at STA 1809.5 and the vertical 

inner chord at STA 1809.5, which could 

result in failure of the bulkhead structure for 

carrying the flight loads of the horizontal 

stabilizer, and consequent loss of 

controllability of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2006– 

24–04 (71 FR 68432, November 27, 2006), 

With Updated Service Information 

Repetitive Inspections and Corrective 

Actions 

(g) Before the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after January 2, 2007 (the effective date of AD 

2006–24–04 (71 FR 68432, November 27, 

2006)), whichever is later: Do the detailed 

and high frequency eddy current (HFEC) 

inspections for cracking as specified in Parts 

1, 2, 3, and 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0131, dated March 30, 2006; or 

Revision 1, dated March 12, 2009; and do all 

corrective actions before further flight; by 

accomplishing all the actions specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0131, dated March 

30, 2006; or Revision 1, dated March 12, 

2009; except as provided by paragraph (h) of 

this AD. After the effective date of this AD, 

use only Boeing Alert Service Bulletin 767– 

53A0131, Revision 1, dated March 12, 2009. 

Repeat the inspections thereafter at intervals 

not to exceed 6,000 flight cycles. 

Accomplishing the corrective action for the 

inspections specified in Part 1, 2, 3, or 4, as 

applicable, of Boeing Alert Service Bulletin 

767–53A0131, dated March 30, 2006; or 

Revision 1, dated March 12, 2009; as 

applicable; terminates the repetitive 

inspections for that area only. 

Exceptions to Service Bulletin 

(h) If any cracking is found in the skin or 

in any structure other than the forward outer 

chord, horizontal inner chord, or vertical 

inner chord during any inspection required 

by paragraph (g) or (k) of this AD, and Boeing 

Alert Service Bulletin 767–53A0131, dated 

March 30, 2006; or Revision 1, dated March 

12, 2009; specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (n) of this AD; except that 

repairing or replacing stringers in accordance 

with Subject 53–00–03—Fuselage Stringers, 

of the applicable SRM identified in table 1 

of this AD is an acceptable method of 

compliance for those specific actions 

required by this AD. 

Optional Terminating Action for the 

Repetitive Inspections Required by 

Paragraph (g) of This AD 

(i) For airplanes on which no cracking is 

found during the most recent detailed and 

HFEC inspections for a specified area as 

required by paragraph (g) of this AD: 

Paragraphs (i)(1) through (i)(5) of this AD 

provide optional terminating action for the 

repetitive inspections required by paragraph 

(g) of this AD for the specified area only. 

(1) Modification of a specified area in 

accordance with a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, terminates the repetitive 

inspections required by paragraph (g) of this 

AD for that area only. 

(2) Modification of a forward outer chord 

in accordance with the procedures specified 

in paragraphs (i)(2)(i) through (i)(2)(v) of this 

AD, as applicable, terminates the repetitive 

inspections required by paragraph (g) of this 

AD for that area only. 

(i) For Model 767–200 series airplanes: 

Steps 4.A through 4.C and Steps 4.G through 

4.P of Repair 9, dated April 15, 2006, of 

Subject 53–80–08, Fuselage Bulkheads— 

Section 48, of the Boeing 767–200 Structural 

Repair Manual (SRM), Document D634T201. 

(ii) For Model 767–300 series airplanes: 

Steps 4.A through 4.C and Steps 4.G through 

4.P of Repair 9, dated April 15, 2006, of 

Subject 53–80–08, Fuselage Bulkheads— 

Section 48, of the Boeing 767–300 SRM, 

Document D634T210. 

(iii) For Model 767–300F series airplanes: 

Steps 4.A through 4.C and Steps 4.G through 

4.P of Repair 9, dated April 15, 2006, of 

Subject 53–80–08, Fuselage Bulkheads— 

Section 48, of the Boeing 767–300F SRM, 

Document D634T215. 

(iv) For Model 767–300BCF series 

airplanes: Steps 4.A through 4.C and Steps 

4.G through 4.P of Repair 9, dated April 15, 

2006, of Subject 53–80–08, Fuselage 

Bulkheads—Section 48, of the Boeing 767– 

300BCF SRM, D634T235. 

(v) For Model 767–400 series airplanes: 

Steps 4.A through 4.C and Steps 4.G through 

4.P of Repair 9, dated April 15, 2006, of 

Subject 53–80–08, Fuselage Bulkheads— 

Section 48, of the Boeing 767–400 SRM, 

Document D634T225. 

(3) Modification of a forward outer chord 

in accordance with Steps 4.A through 4.C 

and 4.G through 4.P of Repair 9 of Subject 

53–80–08, Fuselage Bulkheads—Section 48, 

of the applicable SRM identified in table 1 

of this AD also terminates the repetitive 

inspections required by paragraph (g) of this 

AD for that area. 

(4) Modification of a horizontal inner 

chord in accordance with the procedures 

specified in paragraphs (i)(4)(i) through 

(i)(4)(v) of this AD, as applicable, terminates 

the repetitive inspections required by 

paragraph (g) of this AD for that area. 

(i) For Model 767–200 series airplanes: 

Steps 4.A, 4.B, and 4.F through 4.P of Repair 

10, dated April 15, 2006, of Subject 53–80– 

08, Fuselage Bulkheads—Section 48, of the 

Boeing 767–200 SRM, Document D634T201. 

(ii) For Model 767–300 series airplanes: 

Steps 4.A, 4.B, and 4.F through 4.P of Repair 

10, dated April 15, 2006, of Subject 53–80– 

08, Fuselage Bulkheads—Section 48, of the 

Boeing 767–300 SRM, Document D634T210. 

(iii) For Model 767–300F series airplanes: 

Steps 4.A, 4.B, and 4.F through 4.P of Repair 

10, dated April 15, 2006, of Subject 53–80– 

08, Fuselage Bulkheads—Section 48, of the 

Boeing 767–300F SRM, Document D634T215. 

(iv) For Model 767–300BCF series 

airplanes: Steps 4.A, 4.B, and 4.F through 4.P 

of Repair 10, dated April 15, 2006, of Subject 

53–80–08, Fuselage Bulkheads—Section 48, 

of the Boeing 767–300BCF SRM, Document 

D634T235. 

(v) For Model 767–400 series airplanes: 

Steps 4.A, 4.B, and 4.F through 4.P of Repair 

10, dated April 15, 2006, of Subject 53–80– 

08, Fuselage Bulkheads—Section 48, of the 

Boeing 767–400 SRM, Document D634T225. 

(5) Modification of a horizontal inner 

chord in accordance with Steps 4.A, 4.B, and 

4.F through 4.P of Repair 10 of Subject 53– 

80–08, Fuselage Bulkheads—Section 48, of 

the applicable SRM identified in Table 1 of 

this AD also terminates the repetitive 

inspections required by paragraph (g) of this 

AD for that area. 

TABLE 1—REVISED SRMS

SRM Revision Date 

Boeing 767–200 SRM, Document D634T201 ................................................................................................ 105 December 15, 2010. 

Boeing 767–300 SRM, Document D634T210 ................................................................................................ 85 December 15, 2010. 

Boeing 767–300F SRM, Document D634T215 .............................................................................................. 49 December 15, 2010. 

Boeing 767–300BCF SRM, Document D634T235 ......................................................................................... 9 December 15, 2010. 

Boeing 767–400 SRM, Document D634T225 ................................................................................................ 32 December 15, 2010. 

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63176 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

Note 1: We have reformatted paragraph (i) 

of this AD to differentiate the methods of 

compliance specified in that paragraph. 

Credit for Previously Accomplished Repairs 

(j) Repair of a forward outer chord done 

before January 2, 2007, in accordance with 

Repair 9, dated April 15, 2006, of Subject 53– 

80–08, Fuselage Bulkheads—Section 48, of 

the Boeing 767–200 SRM, Document 

D634T201; Boeing 767–300 SRM, Document 

D634T210; Boeing 767–300F SRM, Document 

D634T215; Boeing 767–300BCF SRM, 

D634T235; or Boeing 767–400 SRM, 

Document D634T225; as applicable; is 

acceptable for compliance with the 

requirements of paragraph (g) of this AD for 

that area only. Repair of a horizontal inner 

chord before January 2, 2007, in accordance 

with Repair 10, dated April 15, 2006, of 

Subject 53–80–08, Fuselage Bulkheads— 

Section 48, of the Boeing 767–200 SRM, 

Document D634T201; Boeing 767–300 SRM, 

Document D634T210; Boeing 767–300F SRM, 

Document D634T215; Boeing 767–300BCF 

SRM, Document D634T235; or Boeing 767– 

400 SRM, Document D634T225; as 

applicable; is acceptable for compliance with 

the terminating requirements of paragraph (g) 

of this AD for that area only. 

New Requirements of This AD 

Inspections 

(k) At the later of the times specified in 

paragraphs (k)(1) and (k)(2) of this AD: Do the 

detailed and HFEC inspections for cracking 

as specified in Parts 5 and 6 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0131, Revision 1, 

dated March 12, 2009; and do all applicable 

corrective actions by accomplishing all the 

actions specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0131, Revision 1, dated March 12, 

2009; except as provided by paragraph (h) of 

this AD. Do all applicable corrective actions 

before further flight. Repeat the inspections 

thereafter at intervals not to exceed 6,000 

flight cycles. Accomplishing the corrective 

action for the inspections specified in Part 5 

or 6 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 767–53A0131, 

Revision 1, dated March 12, 2009, as 

applicable, terminates the repetitive 

inspections for that area only. 

(1) Before the accumulation of 15,000 total 

flight cycles or within 6,000 flight cycles 

after the inspection required by paragraph (g) 

of this AD, whichever occurs later. 

(2) Within 30 days after the effective date 

of this AD. 

Optional Terminating Action for the 

Repetitive Inspections Required by 

Paragraph (k) of This AD 

(l) For airplanes on which no cracking is 

found during the most recent detailed and 

HFEC inspections for a specified area, as 

required by paragraph (k) of this AD: 

Paragraphs (l)(1) and (l)(2) of this AD provide 

optional terminating action for the repetitive 

inspections required by paragraph (k) of this 

AD for that area only. After the effective date 

of this AD, only the applicable SRM 

identified in table 1 of this AD or a method 

approved by the Manager, Seattle ACO, may 

be used. 

(1) Modify the specified area in accordance 

with Steps 4.A through 4.C and 4.G through 

4.Q of Repair 11 of Subject 53–80–08, 

Fuselage Bulkheads—Section 48, of the 

applicable SRM identified in table 1 or table 

2 of this AD, except as provided by paragraph 

(m) of this AD. 

(2) Modify the specified area in accordance 

with a method approved by the Manager, 

Seattle ACO. 

TABLE 2—PREVIOUS SRMS

Steps— Dated— Of— 

4.A through 4.C and 4.G through 4.Q of Repair 

11 of Subject 53–80–08.

August 15, 2008 ............................................... Boeing 767–200 SRM, Document D634T201. 

4.A through 4.C and 4.G through 4.Q of Repair 

11 of Subject 53–80–08.

August 15, 2008 ............................................... Boeing 767–300 SRM, Document D634T210. 

4.A through 4.C and 4.G through 4.Q of Repair 

11 of Subject 53–80–08.

August 15, 2008 ............................................... Boeing 767–300F SRM, Document 

D634T215. 

4.A through 4.C and 4.G through 4.Q of Repair 

11 of Subject 53–80–08.

August 15, 2008 ............................................... Boeing 767–300BCF SRM, Document 

D634T235. 

4.A through 4.C and 4.G through 4.Q of Repair 

11 of Subject 53–80–08.

August 15, 2008 ............................................... Boeing 767–400 SRM, Document D634T225. 

Note 2: We have reformatted paragraph (l) 

of this AD to differentiate the methods of 

compliance specified in that paragraph. 

Exception to SRM Modification Specified in 

Paragraph (l) of This AD 

(m) If, during accomplishment of any 

modification in accordance with paragraph 

(l) of this AD, any cracking is found and the 

applicable SRM referenced in paragraph (l) of 

this AD specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the cracking in accordance with a 

method approved by the Manager, Seattle 

ACO. 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. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle ACO, 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. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-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 2006–24–04 (71 FR 

68432, November 27, 2006) are approved as 

AMOCs for the corresponding provisions of 

this AD. 

Material Incorporated by Reference 

(o) You must use the service information 

specified in paragraph (o)(1) of this AD to do 

the actions required by this AD, unless the 

AD specifies otherwise. If you accomplish 

the optional actions specified by this AD, you 

must use the service information specified in 

paragraph (o)(2) of this AD to perform those 

actions, unless the AD specifies otherwise. 

The Director of the Federal Register approved 

the incorporation by reference (IBR) under 5 

U.S.C. 552(a) and 1 CFR part 51 of the 

following service information on November 

16, 2011: 

(1) Boeing Alert Service Bulletin 767– 

53A0131, Revision 1, dated March 12, 2009. 

(2) Subject 53–00–03, Fuselage Stringers, of 

Chapter 53, Fuselage; or Subject 53–80–08, 

Fuselage Bulkheads—Section 48, Repair 9— 

Station 1809.5 Bulkhead—Forward Outer 

Chord Repair Between S–4 to S–8, Repair 

10—Station 1809.5 Bulkhead—Horizontal 

Inner Chord Repair at Approximately WL 257 

and BL 28, or Repair 11—Station 1809.5 

Bulkhead—Vertical Inner Chord Repair at 

Approximately WL 256 and BL 30, as 

applicable, of Chapter 53, Fuselage; as 

applicable; of the applicable Structural 

Repair Manual (SRM) specified in paragraphs 

(o)(2)(i) through (o)(2)(v) of this AD. 

(i) Boeing 767–200 SRM, Document 

D634T201, Revision 105, dated December 15, 

2010. Only the transmittal letter, dated 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63177 

December 15, 2010, of this document 

contains the revision level of the document. 

(ii) Boeing 767–300 SRM, Document 

D634T210, Revision 85, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(iii) Boeing 767–300F SRM, Document 

D634T215, Revision 49, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(iv) Boeing 767–300BCF SRM, Document 

D634T235, Revision 9, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(v) Boeing 767–400 SRM, Document 

D634T225, Revision 32, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(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; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the 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. 

(5) You may also review copies of the 

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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 23, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–25618 Filed 10–11–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0389; Directorate 

Identifier 2007–NM–189–AD; Amendment 

39–16769; AD 2011–17–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, A300 B2–203, A300 B2K– 

3C, A300–B4–103, A300 B4–203, and 

A300 B4–2C Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to the products listed above. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as: 

* * * [C]racks * * * in sections 13 to 18 

of the fuselage between rivets of longitudinal 

lap joints between frames 18 and 80 which 

could affect the structural integrity of the 

fuselage if not corrected. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 16, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 16, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

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. That 

NPRM was published in the Federal 

Register on May 10, 2011 (76 FR 26962), 

and proposed to supersede AD 90–01– 

10, Amendment 39–6448 (55 FR 261, 

January 4, 1990). That NPRM proposed 

to correct an unsafe condition for the 

specified products. The MCAI states: 

This Airworthiness Directive (AD) is 

issued in order to prevent cracks 

development in sections 13 to 18 of the 

fuselage between rivets of longitudinal lap 

joints between frames 18 and 80 which could 

affect the structural integrity of the fuselage 

if not corrected. 

This new AD: 

—Retains the requirements of DGAC AD 

1989–061–092(B)R4 [which corresponds to 

FAA AD 90–01–10 (55 FR 261, January 4, 

1990)], which is cancelled; 

—Takes into account a new inspection 

program as detailed in AIRBUS Service 

Bulletins (SB) A300–53–0211 Revision 7, 

which will allow A300 aircraft to reach the 

Limit of Validity (LOV). 

This AD has been republished to correctly 

refer to SB A300–53–0211 in Note 2 of the 

Compliance section. 

The inspection program consists of 

repetitive detailed inspections for 

disbonding and cracking of the fuselage 

inner doubler; eddy current and 

ultrasonic inspections of the fuselage 

longitudinal lap joints for cracking; and 

repair if necessary (i.e., repairing any 

cracking or disbonding, or contacting 

Airbus for repair instructions and doing 

the repair). You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (76 

FR 26962, May 10, 2011) or on the 

determination of the cost to the public. 

Clarification of Service Bulletin 

References 

Paragraphs (h)(1) and (j)(1) of the 

NPRM (76 FR 26962, May 10, 2011) 

refer to Airbus Mandatory Service 

Bulletin A300–53–0211 as the service 

information for airplanes on which an 

inspection of the longitudinal lap joints 

has been done. For clarity, we have 

revised the paragraphs to refer to the 

latest service bulletin revision and, 

therefore, we have revised paragraphs 

(h)(1) and (j)(1) of this AD to refer to 

Airbus Mandatory Service Bulletin 

A300–53–0211, Revision 07, dated 

December 1, 2006. 

Paragraphs (l)(1), (1)(2), (m)(1), (m)(2), 

(n)(1), (n)(2), (o)(1), and (o)(2) of the 

NPRM (76 FR 26962, May 10, 2011) 

refer to Airbus Service Bulletin A300– 

53–229 for the definition of ‘‘major’’ and 

‘‘minor’’ disbonding. For clarity, we 

have revised the paragraphs to refer to 

the latest service bulletin revision and, 

therefore, we have revised paragraphs 

(l)(1), (1)(2), (m)(1), (m)(2), (n)(1), (n)(2), 

(o)(1), and (o)(2) of this AD to refer to 

Airbus Service Bulletin A300–53–229, 

Revision 5, dated April 8, 1997. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

WREIER-aviles on DSK7SPTVN1PROD with RULES