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[Federal Register Volume 75, Number 248 (Tuesday, December 28, 2010)]
[Rules and Regulations]
[Pages 81422-81424]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-31967]

[[Page 81422]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0127; Directorate Identifier 2009-NM-242-AD; 
Amendment 39-16547; AD 2010-26-08]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Model 767 Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for the 
products listed above. This AD requires a detailed inspection of the 
entryway door movable ceiling panel for pin migration at either end of 
the hinge assembly and damage to the pin; a detailed inspection for 
correct crimp at both ends and damage to hinge stock; a detailed 
inspection of the ceiling area for any visible cosmetic and/or tie-rod 
chafing that could be caused by a migrated hinge pin; a detailed 
inspection for wire damage and/or breakage; and other specified and 
corrective actions if necessary. This AD results from reports of fault 
messages caused by improperly crimped hinge pins coming into contact 
with wires and causing damage. We are issuing this AD to detect and 
correct improperly crimped hinge pins, which could damage tie rods and 
wire bundles, causing shorts in many systems, including the spar fuel 
shut-off valve, oxygen mask deployment, and burned wires, which could 
be an ignition source in a hidden area of the airplane.

DATES: This AD is effective February 1, 2011.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of February 1, 
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; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail me.boecom@boeing.com; 
Internet https://www.myboeingfleet.com. You may review copies of the 
referenced service information at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information 
on the availability of this material at the FAA, call 425-227-1221.

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: Stephen Styskal, Cabin Safety and 
Environmental Systems Branch, ANM-150S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue, SW., Renton, Washington 
98057-3356; telephone (425) 917-6439; 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 
the specified products. That NPRM was published in the Federal Register 
on February 22, 2010 (75 FR 7557). That NPRM proposed to require a 
detailed inspection of the entryway door movable ceiling panel for pin 
migration at either end of the hinge assembly and damage to the pin; a 
detailed inspection for correct crimp at both ends and damage to hinge 
stock; a detailed inspection of the ceiling area for any visible 
cosmetic and/or tie-rod chafing that could be caused by a migrated 
hinge pin; a detailed inspection for wire damage and/or breakage; and 
other specified and corrective actions if necessary.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
and the FAA's response to each comment.

Support for the NPRM

    Air Line Pilots Association, International (ALPA) and UPS support 
the intent of the NPRM.

Request To Clarify the Compliance Requirements in Paragraph (g) of the 
NPRM

    Boeing requested that we clarify the compliance requirements and 
associated compliance times in paragraph (g) of the NPRM. Boeing stated 
that the phrase ``all applicable other specified and corrective 
actions'' is stated twice, and as a result, the requirements are 
interpretive and misleading. Boeing pointed out that the proposed 
requirement to do these actions before further flight is misleading.
    We agree to clarify. Other specified actions include re-partmarking 
the moveable panel ceiling and the hinge assemblies, if necessary. 
Corrective actions include crimping the hinge assembly, repairing tie-
rod chafing, repairing wire damage, and replacing the hinge assembly. 
The phrase is stated twice, and each phrase has a different purpose. 
The first purpose is to state that the actions must be done in 
accordance with Boeing Service Bulletin 767-25-0477, dated August 27, 
2009. The second purpose is to state that the other specified and 
corrective actions must be done before further flight if any pin 
migration, improper crimping, tie-rod damage or wire damage was found. 
We have revised paragraph (g) of this AD to clarify the intent.

Request To Revise the Unsafe Condition

    Boeing asked that we revise the second sentence of paragraph (e) to 
state that ``The FAA is issuing this AD to detect and correct 
improperly crimped hinge pins, which could damage tie rods and wire 
bundles, causing shorts in many systems.'' Boeing stated that it has 
determined the probability of an airplane-level hazard to be extremely 
remote, and disagrees with the references to the spar shut-off valve, 
oxygen masks, and flammability-related concerns.
    We disagree with the request to revise the unsafe condition because 
the unsafe condition description as written accurately reflects valid 
safety concerns.
    Regarding the spar fuel shut-off valve, although the wiring is 
redundant, a short to ground will cause the valve circuit breaker to 
trip, resulting in the valve remaining in the last commanded position. 
If the valve fails in the open position, it may not be possible to 
isolate fuel flow from the tanks to the engine during an engine fire. 
This would be a latent failure of a required system function. While the 
engine fuel valve may still be available to the flight crew to stop 
fuel flow to the engine in an emergency, unavailability of the spar 
fuel shut-off valve eliminates the required isolation capability of the 
fuel system upstream of the engine.
    In regard to the airplane's oxygen system, while failure of the 
oxygen mask deployment system does not pose a significant airplane-
level hazard, unavailability of the oxygen system

[[Page 81423]]

could consequently result in exposing the passengers and cabin 
attendants to hypoxia following a depressurization event.
    In regard to the flammability-related concerns, while self-
extinguishing and fire-resistant materials are used throughout the 
airplane, burned wires have resulted from migrated hinge pins and are a 
potential ignition source in a hidden area.
    We have not changed the AD in regard to these issues.

Request To Clarify Requirements for Alternative Method of Compliance 
(AMOC)

    Continental Airlines (CAL) stated that it has addressed the safety 
issue in accordance with Boeing Service Request 1-132547518, dated 
October 18, 2005, and requested clarification on the possibility of 
receiving approval of an alternative method of compliance (AMOC) based 
on its findings and corrective actions.
    We agree to clarify the requirements to receive approval of an 
AMOC. Under the provisions of paragraph (h) of this AD, we will 
consider approving any alternative method of compliance if the proposal 
provides an acceptable level of safety. However, additional 
substantiation may be required for an AMOC approval based on existing 
service information and as such, applicants will need to request an 
AMOC approval in accordance with paragraph (h) of this AD. We have not 
changed the AD in regard to this issue.

Request To Clarify Inspection Requirements for Wire Bundles

    UPS requested that Boeing Service Bulletin 767-25-0477, dated 
August 27, 2009, be revised to clarify and provide better detail 
regarding which wire bundles to inspect for damage. UPS stated that 
this service bulletin does not provide enough detail to properly 
identify the wire bundles that need to be inspected if a hinge pin is 
found to have migrated. UPS stated that the ``approximate location of 
damage wire bundles'' as stated in Boeing Service Bulletin 767-25-0477, 
dated August 27, 2009, could allow maintenance personnel to miss 
damaged wire bundles since it does not specify the location or the wire 
bundle numbers.
    In response to the request from UPS to provide additional detail 
about wire bundle locations, Boeing Service Bulletin 767-25-0477, dated 
August 27, 2009, indicates that damaged wire bundles should be located 
in the vicinity of the migrated pin. The detailed inspections required 
by this AD cover multiple areas, and we cannot predict which wire 
bundles may be damaged. Boeing Service Bulletin 767-25-0477, dated 
August 27, 2009, provides an adequate level of detail to perform the 
required inspections. Boeing might revise Boeing Service Bulletin 767-
25-0477, dated August 27, 2009, in the future, and we might consider 
additional rulemaking at that time. We have not changed the AD in 
regard to this issue.

Request To Remove Model 767-300F Airplanes From the Applicability of 
the NPRM

    UPS requested that we remove Model 767-300F airplanes from the 
applicability of the NPRM. UPS stated that the wire bundles that are 
subject to the inspections specified in Boeing Service Bulletin 767-25-
0477, dated August 27, 2009, for Model 767-300F airplanes only consist 
of wiring for the crew entry door dome light, and does not consist of 
wiring for the other systems that are called out by the NPRM. UPS 
stated that it believed that Boeing supports this statement. UPS stated 
that it has not experienced any dome light system shorts or burned 
wires in this area.
    We disagree with the request. While the wire bundle that is in 
close proximity to the ceiling panel hinge pin may indeed contain 
wiring for the crew entry door dome light, it is possible that 
additional wiring for other systems is also susceptible to damage from 
a migrating hinge pin. The wiring that could be affected by a migrating 
ceiling panel hinge pin on the Model 767-300F includes wiring for the 
same systems that could be affected by a migrating hinge pin on Model 
767-200, -300, and -400ER airplanes. In addition, although UPS has not 
encountered wire chafing due to a migrating hinge pin, hinge pins have 
migrated on other airplanes, and wiring damage has resulted. We have 
not changed the AD in regard to this issue.

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.

Costs of Compliance

    We estimate that this AD affects 273 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
             Action                    Labor cost            Parts cost      Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Inspections....................  6 work-hours x $85 per              $770             $1,280           $349,440
                                  hour = $510.
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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),
    (3) Will not affect intrastate aviation in Alaska, and

[[Page 81424]]

    (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

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2010-26-08 The Boeing Company: Amendment 39-16547; Docket No. FAA-
2010-0127; Directorate Identifier 2009-NM-242-AD.

Effective Date

    (a) This AD is effective February 1, 2011.

Affected ADs

    (b) None.

Applicability

    (c) 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 767-25-0477, dated August 27, 
2009.

Subject

    (d) Air Transport Association (ATA) of America Code 25: 
Equipment/Furnishings.

Unsafe Condition

    (e) This AD results from reports of fault messages caused by an 
improperly crimped hinge pins on the movable ceiling panel of the 
entryway door on the forward left side coming into contact with 
wires and causing damage. The Federal Aviation Administration is 
issuing this AD to detect and correct improperly crimped hinge pins, 
which could damage tie rods and wire bundles, causing shorts in many 
systems, including the spar fuel shut-off valve, oxygen mask 
deployment, and burned wires, which could be an ignition source in a 
hidden area 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.

Inspections and Corrective Actions

    (g) Within 72 months after the effective date of this AD: 
Accomplish the inspections required by paragraphs (g)(1), (g)(2), 
(g)(3), and (g)(4) of this AD, and do all applicable corrective 
actions and part marking, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 767-25-0477, dated August 
27, 2009. If, during the following inspections, any pin migration, 
improper crimping, tie-rod damage, or wire damage is found, do all 
applicable corrective actions, in accordance with Boeing Service 
Bulletin 767-25-0477, dated August 27, 2009, before further flight.
    (1) A detailed inspection for pin migration at either end of the 
hinge assembly and to detect damage to the pin.
    (2) A detailed inspection for correct crimp at both ends and to 
detect damage to hinge stock.
    (3) A detailed inspection of the ceiling area for any visible 
cosmetic and tie-rod chafing that could be caused by a migrated 
hinge pin.
    (4) A detailed inspection for wire damage and breakage.

Alternative Methods of Compliance (AMOCs)

    (h)(1) The Manager, Seattle Aircraft Certification Office, 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: 
Stephen Styskal, Aerospace Engineer, Cabin Safety and Environmental 
Systems Branch, ANM-150S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; 
telephone (425) 917-6439; fax (425) 917-6590. Or, e-mail information 
to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (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 principal maintenance inspector (PMI) or 
principal avionics inspector (PAI), as appropriate, or lacking a 
principal inspector, your local Flight Standards District Office. 
The AMOC approval letter must specifically reference this AD.

Related Information

    (i) For more information about this AD, contact Stephen Styskal, 
Aerospace Engineer, Cabin Safety and Environmental Systems Branch, 
ANM-150S, FAA, Seattle Aircraft Certification Office (ACO), 1601 
Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
917-6439; fax (425) 917-6590.

Material Incorporated by Reference

    (j) You must use Boeing Service Bulletin 767-25-0477, dated 
August 27, 2009, 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 
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.
    (3) 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.
    (4) 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 an NARA facility, 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 December 13, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-31967 Filed 12-27-10; 8:45 am]
BILLING CODE 4910-13-P
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