This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

5677 

Vol. 75, No. 23 

Thursday, February 4, 2010 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0031; Directorate 

Identifier 2009–NM–266–AD; Amendment 

39–16192; AD 2010–03–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767–200, –300, and 

–300F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) 

that applies to certain Model 767–200, 

–300, and –300F series airplanes. The 

existing AD currently requires repetitive 

detailed and eddy current inspections to 

detect cracks or corrosion of certain 

midspar fuse pins, and corrective 

actions if necessary. That AD also 

provides optional terminating action, 

which ends the repetitive inspections. 

This new AD requires reduced intervals 

for certain repetitive inspections. This 

AD results from a report of a fractured 

midspar fuse pin. We are issuing this 

AD to prevent loss of the strut and 

engine due to corrosion damage and 

cracking of both fuse pins on the same 

strut. 

DATES: This AD becomes effective 

February 19, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of February 19, 2010. 

The Director of the Federal Register 

previously approved the incorporation 

by reference of a certain publication 

listed in the AD as of March 5, 2001 (66 

FR 8085, January 29, 2001). 

The Director of the Federal Register 

previously approved the incorporation 

by reference of a certain other 

publication listed in the AD as of 

October 17, 2000 (65 FR 58641, October 

2, 2000). 

We must receive any comments on 

this AD by March 22, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 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 street address for 

the Docket Office (telephone 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On January 22, 2003, we issued AD 

2003–03–02, amendment 39–13026 (68 

FR 4374, January 29, 2003). That AD 

applies to certain Model 767–200, –300, 

and –300F airplanes. That AD requires 

repetitive detailed and eddy current 

inspections to detect cracks and 

corrosion of certain midspar fuse pins, 

and corrective actions if necessary. That 

AD also provides optional terminating 

action, which ends the repetitive 

inspections. That AD resulted from a 

report of a fractured outboard midspar 

fuse pin (part number (P/N) 311T3102– 

1) of the left engine pylon, which was 

found during a scheduled maintenance 

visit. The fuse pin also had corrosion on 

the pin and within the bore. The actions 

specified in that AD are intended to 

prevent loss of the strut and engine due 

to corrosion damage and cracking of 

both fuse pins on the same strut. 

Actions Since AD Was Issued 

Since we issued that AD, we received 

a report that a fractured midspar fuse 

pin was found on a Model 767–300 

airplane with CF6–80C2 engines. The 

airplane had accumulated 16,054 flight 

cycles and neither Boeing Service 

Bulletin 767–54–0069 (required by AD 

2000–19–09, amendment 39–11910; AD 

2001–02–07, amendment 39–12091; and 

AD 2001–06–12, amendment 39–12159) 

nor Boeing Service Bulletin 767–54– 

0081 (required by AD 2001–06–12) had 

been incorporated. (ADs 2001–02–07 

and 2001–06–12 have been superseded 

by AD 2004–16–12, amendment 39– 

13768.) The fractured midspar fuse pin 

was found during routine maintenance 

on the outboard side of the number one 

pylon, prior to the next scheduled 

midspar fuse pin inspection in 

accordance with Boeing Alert Service 

Bulletin 767–54A0062, Revision 5, 

dated November 11, 2002 (referenced in 

AD 2003–03–02). Further inspection 

revealed a cracked midspar fuse pin on 

the inboard side of the number one 

pylon. Subsequent inspection of both 

midspar fuse pins revealed discrepant 

circumferential machining grooves on 

the fuse pin main bore surface, in 

addition to longitudinal cracks. In 

addition, eddy current inspection of the 

midspar fuse pins in accordance with 

the requirements of Revision 5 of this 

service bulletin will not reveal the 

maximum allowable roughness of the 

fuse pin main bore surface. 

Metallurgical analysis determined the 

fuse pin fracture or crack origins 

coincided with the discrepant 


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machining groove locations, in all cases. 

Stresses due to pin ovalization 

contributed to the longitudinal cracking 

of the midspar fuse pins. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 767–54A0062, Revision 

6, dated November 5, 2009. The service 

bulletin describes procedures similar to 

those in Boeing Alert Service Bulletin 

767–54A0062, Revision 5, dated 

November 11, 2002 (referred to in AD 

2003–03–02 as a method of 

accomplishing the required actions), but 

with reduced repetitive inspection 

intervals. Revision 6 of this service 

bulletin does provide optional 

corrective actions for certain conditions; 

a repair of the midspar fuse pin may be 

done instead of replacing the pin. The 

repair includes contacting Boeing for 

repair instructions and doing the repair. 

Revision 6 of this service bulletin also 

revises the corrective actions for 

corrosion by basing the condition on 

corrosion found on a non-critical 

surface or any surface other than a noncritical surface. 

FAA’s Determination and Requirements 

of This AD 

The unsafe condition described 

previously is likely to exist or develop 

on other airplanes of the same type 

design. For this reason, we are issuing 

this AD to supersede AD 2003–03–02. 

This new AD retains certain 

requirements of the existing AD. This 

AD also reduces intervals for repeat 

inspections and requires accomplishing 

the actions specified in Boeing Alert 

Service Bulletin 767–54A0062, Revision 

6, dated November 5, 2009, described 

previously, except as discussed under 

‘‘Difference Between the AD and the 

Service Bulletin.’’ 

Difference Between the AD and the 

Service Bulletin 

Boeing Alert Service Bulletin 767– 

54A0062, Revision 6, dated November 

5, 2009, specifies to ‘‘Contact Boeing for 

repair instructions * * *.’’ This AD 

would require repairing in accordance 

with a method approved by the 

Manager, Seattle Aircraft Certification 

Office, FAA. 

Change to Existing AD 

This AD would retain certain 

requirements of AD 2003–03–02. Since 

AD 2003–03–02 was issued, the AD 

format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2003–03–02 

Corresponding requirement in this AD 

paragraph (h) paragraph (g) 

paragraph (i) paragraph (h) 

paragraph (j) paragraph (i) 

paragraph (k) paragraph (j) 

paragraph (l) paragraph (k) 

paragraph (m) paragraph (l) 

paragraph (n) paragraph (m) 

FAA’s Justification and Determination 

of the Effective Date 

A fractured midspar fuse pin was 

discovered after the issuance of AD 

2003–03–02. Fractured, corroded, or 

cracked midspar fuse pins could lead to 

the separation of the strut and engine 

from the airplane. Because of our 

requirement to promote safe flight of 

civil aircraft and thus, the critical need 

to assure the structural integrity of the 

engine strut and the short compliance 

time involved with this action, this AD 

must be issued immediately. 

Because an unsafe condition exists 

that requires the immediate adoption of 

this AD, we find that notice and 

opportunity for prior public comment 

hereon are impracticable and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2010–0031; Directorate Identifier 2009– 

NM–266–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this AD. We will consider all 

comments received by the closing date 

and may amend this AD because of 

those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 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 the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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 part 39 of the Federal 

Aviation Regulations (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 


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Federal Register / Vol. 75, No. 23 / Thursday, February 4, 2010 / Rules and Regulations 5679 

by removing amendment 39–13026 (68 

FR 4374, January 29, 2003) and by 

adding the following new airworthiness 

directive (AD): 

2010–03–08 The Boeing Company: 

Amendment 39–16192. Docket No. 

FAA–2010–0031; Directorate Identifier 

2009–NM–266–AD. 

Effective Date 

(a) This AD becomes effective February 19, 

2010. 

Affected ADs 

(b) This AD supersedes AD 2003–03–02, 

Amendment 39–13026. In addition, AD 

2000–19–09, Amendment 39–11910; AD 

2001–02–07, Amendment 39–12091; and AD 

2001–06–12, Amendment 39–12159; affect 

this AD. 

Applicability 

(c) This AD applies to The Boeing 

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

series airplanes, certificated in any category; 

as identified in Boeing Alert Service Bulletin 

767–54A0062, Revision 6, dated November 5, 

2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 54: Nacelles/Pylons. 

Unsafe Condition 

(e) This AD results from a report of a 

fractured midspar fuse pin. The Federal 

Aviation Administration is issuing this AD to 

prevent loss of the strut and engine due to 

corrosion damage and cracking of both fuse 

pins on the same strut. 

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. 

Note 1: This AD applies to each airplane 

identified in the preceding applicability 

provision, regardless of whether it has been 

modified, altered, or repaired in the area 

subject to the requirements of this AD. For 

airplanes that have been modified, altered, or 

repaired so that the performance of the 

requirements of this AD is affected, the 

owner/operator must request approval for an 

alternative method of compliance in 

accordance with paragraph (r)(1) of this AD. 

The request should include an assessment of 

the effect of the modification, alteration, or 

repair on the unsafe condition addressed by 

this AD; and, if the unsafe condition has not 

been eliminated, the request should include 

specific proposed actions to address it. 

Restatement of Certain Requirements of AD 

2003–03–02, With New Service Information 

Initial and Repetitive Inspections 

(g) For airplanes having midspar fuse pins, 

part numbers 311T3102–1, 311T3102–2, 

311T3102–3, 311T3102–4, 311T2102–1 or 

311T2102–2: Do a detailed inspection and an 

eddy current inspection for cracks and 

corrosion, per Boeing Alert Service Bulletin 

767–54A0062, Revision 5, dated November 

11, 2002; or in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–54A0062, Revision 6, 

dated November 5, 2009. Do the inspections 

at the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD. Repeat 

the inspections at least every 3,000 landings 

or 5 years, whichever is first, except as 

required by paragraph (n) of this AD. After 

the effective date of this AD, Boeing Alert 

Service Bulletin 767–54A0062, Revision 6, 

dated November 5, 2009, must be used. 

Accomplishing the inspection required by 

paragraph (n) of this AD terminates the 

repetitive inspections required by this AD. 

(1) Before the accumulation of 5,000 total 

landings on the fuse pin or within 5 years 

after fuse pin installation, whichever is first. 

(2) Within 30 days after February 13, 2003. 

Corrective Action 

(h) If any crack or corrosion is found 

during any inspection required by paragraph 

(g) of this AD, before further flight, do the 

actions required by paragraph (h)(1) or (h)(2) 

of this AD, as applicable, per Boeing Alert 

Service Bulletin 767–54A0062, Revision 5, 

dated November 11, 2002, or do the 

applicable actions required by paragraph (p) 

of this AD. As of the effective date of this AD, 

if any crack or corrosion is found during any 

inspection required by paragraph (g) of this 

AD, before further flight, do the applicable 

actions required by paragraph (p) of this AD. 

(1) If any crack is found, replace the 

midspar fuse pin with a new fuse pin. 

(2) If any corrosion is found, repair the 

midspar fuse pin, or replace with a new fuse 

pin. 

Repetitive Inspections 

(i) For airplanes identified in paragraph (g) 

of this AD, and on which a new midspar fuse 

pin was installed before the effective date of 

this AD: After the installation of a new 

midspar fuse pin, inspect the new fuse pin 

per paragraph (g) of this AD before the 

accumulation of 5,000 total landings on the 

fuse pin or within 5 years, whichever is first. 

Repeat the inspections at least every 3,000 

landings or 5 years, whichever is first, except 

as required by paragraph (n) of this AD. 

Accomplishing the inspection required by 

paragraph (n) of this AD terminates the 

repetitive inspections required by this 

paragraph. 

Optional Terminating Action 

(j) For all airplanes: Accomplishment of 

the rework of the side load fitting and tension 

fasteners, as applicable, and replacement of 

midspar fuse pins per Boeing Service 

Bulletin 767–54–0069, dated October 9, 1997; 

Revision 1, dated January 29, 1998; or 

Revision 2, dated August 31, 2000; ends the 

repetitive inspections required by this AD. 

(k) Modification of the nacelle strut and 

wing structure as required by AD 2000–19– 

09, amendment 39–11910 (applicable to 

certain Model 767 series airplanes powered 

by Rolls-Royce RB211 series engines); AD 

2001–02–07, amendment 39–12091 

(applicable to certain Model 767 series 

airplanes powered by Pratt & Whitney 

engines); or AD 2001–06–12, amendment 39– 

12159 (applicable to certain Model 767 series 

airplanes powered by General Electric 

engines); as applicable; ends the repetitive 

inspections required by this AD. 

‘‘Operator’s Equivalent Procedure’’ 

(l) Although Boeing Alert Service Bulletin 

767–54A0062, Revision 5, dated November 

11, 2002, specifies that an ‘‘operator’s 

equivalent procedure’’ may be used for all 

actions for which the Boeing 767 Airplane 

Maintenance Manual (AMM) is specified as 

the appropriate source of service information, 

this AD requires those actions to be done in 

accordance with Boeing Alert Service 

Bulletin 767–54A0062, Revision 5, dated 

November 11, 2002. 

Actions Done per Previously Issued Service 

Information 

(m) Inspections and replacements done 

before February 13, 2003, per Boeing Alert 

Service Bulletin 767–54A0062, Revision 1, 

dated May 11, 1994; Revision 2, dated 

December 21, 1994; Revision 3, dated June 

15, 1995; or Revision 4, dated May 7, 1998; 

are acceptable for compliance with the 

applicable actions specified in this AD. 

New Requirements of This AD 

Reduced Repetitive Inspection Intervals 

(n) For airplanes on which any inspection 

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

has been done: Do the inspections specified 

in paragraph (p) of this AD at the earlier of 

the times specified in paragraphs (n)(1) and 

(n)(2) of this AD. Repeat the inspection 

thereafter at intervals not to exceed 2,000 

flight cycles or 2 years, whichever occurs 

first, except as provided by paragraph (o) of 

this AD. Accomplishing this paragraph 

terminates the repetitive inspection 

requirements of paragraphs (g) and (i) of this 

AD. 

(1) At the later of the times specified in 

paragraphs (n)(1)(i) and (n)(1)(ii) of this AD. 

(i) Within 2,000 flight cycles or 2 years 

after the last inspection done in accordance 

with paragraph (g) of this AD, whichever 

occurs first. 

(ii) Within 30 days after the effective date 

of this AD. 

(2) Within 3,000 flight cycles or 5 years, 

whichever occurs first after the last 

inspection done in accordance with 

paragraph (g) of this AD. 

(o) For airplanes identified in paragraph (g) 

of this AD and on which a new or serviceable 

midspar fuse pin is installed on or after the 

effective date of this AD: Do the inspections 

specified in paragraph (p) of this AD before 

the accumulation of 5,000 total flight cycles 

on the midspar fuse pin or within 5 years 

after the installation of the new midspar fuse 

pin, whichever occurs first. Repeat the 

inspections thereafter at the times specified 

in paragraph (n) of this AD. 

Inspection and Related Corrective and 

Investigative Actions 

(p) At the applicable times specified in 

paragraphs (n) and (o) of this AD: Do a 

detailed inspection of the midspar fuse pin 

for cracking and corrosion; and do all 

applicable actions specified in paragraphs 

(p)(1) through (p)(4) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 


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767–54A0062, Revision 6, dated November 5, 

2009. As an option during accomplishment 

of the requirements of paragraphs (p)(1) 

through (p)(4) of this AD, the inspected 

midspar fuse pin may be replaced with a new 

or serviceable fuse pin in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 767–54A0062, 

Revision 6, dated November 5, 2009, and the 

inspection repeated at the time specified in 

paragraph (o) of this AD. 

(1) If no crack and no corrosion is found 

during the detailed inspection, before further 

flight, do an eddy current inspection (ECI) for 

any cracking, and before further flight, do the 

applicable actions specified in paragraphs 

(p)(1)(i) through (p)(1)(iii) of this AD. 

(i) If no crack is found during the on-wing 

ECI, do Part 5, ‘‘Fuse Pin Secondary 

Retention Hardware Installation,’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009. 

(ii) If no crack is found during off-wing 

ECI, reinstall the fuse pin. 

(iii) If any crack is found during the ECI, 

do a magnetic particle inspection (MPI) in 

accordance with Part 4, ‘‘Magnetic Particle 

Inspection of the Midspar Fuse Pin for Any 

Crack,’’ of the Work Instructions of Boeing 

Alert Service Bulletin 767–54A0062, 

Revision 6, dated November 5, 2009. 

(A) If no crack is found during the MPI, 

reinstall the fuse pin. 

(B) If any crack is found during the MPI, 

do Part 3, ‘‘Midspar Fuse Pin Replacement,’’ 

of the Work Instructions of Boeing Alert 

Service Bulletin 767–54A0062, Revision 6, 

dated November 5, 2009. 

(2) If any crack is found during the detailed 

inspection, before further flight, do Part 3, 

‘‘Midspar Fuse Pin Replacement,’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009. 

(3) If, during the detailed inspection, no 

crack is found, and corrosion is found only 

on a non-critical surface as defined in 

Appendix A of Boeing Alert Service Bulletin 

767–54A0062, Revision 6, dated November 5, 

2009, before further flight, rework the fuse 

pin to remove the corrosion, and do the 

applicable actions specified in paragraphs 

(p)(3)(i) and (p)(3)(ii) of this AD. 

(i) If all the corrosion is removed and the 

fuse pin is still serviceable, as specified in 

Boeing Alert Service Bulletin 767–54A0062, 

Revision 6, dated November 5, 2009: Do an 

ECI in accordance with Figure 3 (on-wing) or 

Figure 4 (off-wing) of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009, or MPI in accordance 

with Part 4, ‘‘Magnetic Particle Inspection of 

the Midspar Fuse Pin for Any Crack,’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009. 

(A) If no crack was found during the onwing ECI, do Part 5, ‘‘Fuse Pin Secondary 

Retention Hardware Installation,’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009. 

(B) If no crack was found during the offwing ECI, install the fuse pin. 

(C) If any crack was found during either 

on-wing or off-wing ECI, do Part 4, ‘‘Magnetic 

Particle Inspection of the Midspar Fuse Pin 

for Any Crack,’’ of the Work Instructions of 

Boeing Alert Service Bulletin 767–54A0062, 

Revision 6, dated November 5, 2009. 

(D) If the MPI is accomplished and no 

crack was found, reinstall the fuse pin. 

(E) If the MPI is accomplished, and any 

cracking was found, do Part 3, ‘‘Midspar Fuse 

Pin Replacement,’’ of the Work Instructions 

of Boeing Alert Service Bulletin 767– 

54A0062, Revision 6, dated November 5, 

2009. 

(ii) If the corrosion cannot be completely 

removed or if removing all the corrosion 

makes the fuse pin unserviceable, do Part 3, 

‘‘Midspar Fuse Pin Replacement,’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009. 

(4) If, during the detailed inspection, no 

crack is found, and any corrosion found is on 

a critical surface as defined in Appendix A 

of Boeing Alert Service Bulletin 767– 

54A0062, Revision 6, dated November 5, 

2009, before further flight, do an ECI and do 

the applicable actions specified in 

paragraphs (p)(4)(i) and (p)(4)(ii) of this AD. 

(i) If no crack is found during the ECI, 

repair in accordance with the procedures 

specified in paragraph (r) of this AD. 

(ii) If any crack is found during the ECI, do 

an MPI in accordance with Part 6, ‘‘Magnetic 

Particle Inspection of the Midspar Fuse Pin 

for Any Crack Prior to Repair,’’ of the Work 

Instructions of Boeing Alert Service Bulletin 

767–54A0062, Revision 6, dated November 5, 

2009. 

(A) If no crack is found during the MPI, 

repair in accordance with the procedures 

specified in paragraph (r) of this AD. 

(B) If any crack is found during the MPI, 

do Part 3, ‘‘Midspar Fuse Pin Replacement,’’ 

of the Work Instructions of Boeing Alert 

Service Bulletin 767–54A0062, Revision 6, 

dated November 5, 2009. 

Special Flight Permit 

(q) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where corrective action can be 

accomplished, provided that the conditions 

in paragraphs (q)(1), (q)(2), and (q)(3) of this 

AD are met. 

(1) Airplanes have zero or one midspar 

fuse pin per wing having any of the 

inspection results or corrosion conditions 

detailed in paragraphs (q)(1)(i) through 

(q)(1)(ix) of this AD. 

(i) Crack is found by detailed inspection 

(Condition 1 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(ii) No crack is found, and any corrosion 

found is on non-critical surface (Condition 2 

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

of Boeing Alert Service Bulletin 767– 

54A0062, Revision 6, dated November 5, 

2009). 

(iii) Any corrosion found is removed 

(Condition 2.1 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(iv) Any crack is found during an ECI 

required by paragraph (p)(3)(i) of this AD and 

cannot be refuted (or proved false) by an MPI 

required by paragraph (p)(3)(i)(C) of this AD 

(Condition 2.1.1 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(v) Any crack is found by MPI (Condition 

2.1.3 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(vi) Any corrosion found is not removed 

(Condition 2.2 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(vii) Crack is found by detailed inspection 

(Condition 3 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(viii) Any crack is found during an ECI 

required by paragraph (p)(4) of this AD 

(Condition 3.1 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(ix) No crack is found during an ECI 

required by paragraph (p)(4) of this AD 

(Condition 3.2 in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009). 

(2) An additional ECI of both midspar fuse 

pins on each wing for any cracking is done 

and verifying that the airplane meets the 

criteria specified in paragraph (q)(1) of this 

AD. 

(3) A detailed inspection of the other strutto-wing load paths (including the upper link, 

upper link fuse pin, diagonal brace, and 

lower diagonal brace fuse pin) for any 

cracking is done. 

Alternative Methods of Compliance 

(AMOCs) 

(r)(1) The Manager, Seattle ACO, 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: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6577; fax (425) 

917–6590. Information may be e-mailed 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. 

(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 


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Federal Register / Vol. 75, No. 23 / Thursday, February 4, 2010 / Rules and Regulations 5681 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane. 

(4) Alternative methods of compliance, 

approved previously in accordance with AD 

2003–03–02, for the actions specified in 

paragraph (i) of that AD, are approved as 

alternative methods of compliance with 

paragraph (h) of this AD. 

Material Incorporated by Reference 

(s) You must use Boeing Alert Service 

Bulletin 767–54A0062, Revision 6, dated 

November 5, 2009, 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 Table 1 

of this AD to do those actions, unless the AD 

specifies otherwise. 

TABLE 1—MATERIAL INCORPORATED BY REFERENCE FOR OPTIONAL TERMINATING ACTION IN THIS AD 

Boeing Service Bulletin— Revision— Dated— 

767–54–0069 ............................................................................. Original ................................................................... October 9, 1997. 

767–54–0069 ............................................................................. 1 ............................................................................. January 29, 1998. 

767–54–0069 ............................................................................. 2 ............................................................................. August 31, 2000. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 767–54A0062, 

Revision 6, dated November 5, 2009; and 

Boeing Service Bulletin 767–54–0069, dated 

October 9, 1997; under 5 U.S.C. 552(a) and 

1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Service Bulletin 767–57– 

0069, Revision 2, dated August 31, 2000, on 

March 5, 2001 (66 FR 8085, January 29, 

2001). 

(3) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Service Bulletin 767–54– 

0069, Revision 1, dated January 29, 1998, on 

October 17, 2000 (65 FR 58641, October 2, 

2000). 

(4) 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. 

(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 or 425–227–1152. 

(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 January 

22, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–2192 Filed 2–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0065; Directorate 

Identifier 2009–SW–01–AD; Amendment 39– 

16186; AD 2010–03–03] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. Model 205B 

and 212 Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for 

Bell Helicopter Textron, Inc. (Bell) 

Model 205B and 212 helicopters with 

certain main rotor (M/R) blade 

assemblies installed. This action 

requires inspecting the M/R blades 

paying particular attention to an area 

near the blade root for an edge void, 

corrosion, or a crack. This amendment 

is prompted by two reports of fatigue 

cracks on M/R blades installed on 

Model 212 helicopters. Both model 

helicopters use the same part-numbered 

M/R blades. The actions specified in 

this AD are intended to detect an edge 

void, corrosion, or a crack on a M/R 

blade, which could lead to loss of the 

M/R blade and subsequent loss of 

control of the helicopter. 

DATES: Effective February 19, 2010. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of February 

19, 2010. 

Comments for inclusion in the Rules 

Docket must be received on or before 

April 5, 2010. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. You may get 

the service information identified in this 

AD from Bell Helicopter Textron, Inc., 

P.O. Box 482, Fort Worth, TX 76101, 

telephone (817) 280–3391, fax (817) 

280–6466, or at http:// 

www.bellcustomer.com/files/. 

Examining the Docket: You may 

examine the docket that contains the 

AD, any comments, and other 

information 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 Docket 

Operations office (telephone (800) 647– 

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

DOT/FAA Southwest Region, Michael 

Kohner, ASW–170, Aviation Safety 

Engineer, Rotorcraft Directorate, 

Rotorcraft Certification Office, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5170, fax 

(817) 222–5783. 

SUPPLEMENTARY INFORMATION: This 

amendment adopts a new AD for certain 

serial-numbered Bell Model 205B and 

212 helicopters with a M/R blade, part 

number (P/N) 212–015–501–005, –111, 

–113, –115, –117, –119, or –121, 

installed. The AD requires, within 25 


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