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supports, right-side ceiling supports, left-side 

ceiling supports, secondary dam support, 

drainage tubing, and ceiling panels, in 

accordance with Boeing Alert Service 

Bulletin 767–25A0505, Original Issue, dated 

January 14, 2011. 

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. 

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. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-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. 

Related Information 

(i) For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety & Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, WA 98057–3356; phone: 425–917– 

6596; fax: 425–917–6590; e-mail: 

Francis.Smith@faa.gov. 

(j) For service information identified in this 

proposed 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. 

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. 

Issued in Renton, Washington, on 

September 28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26109 Filed 10–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0277; Directorate 

Identifier 2009–NM–217–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for all Model 767 airplanes. That NPRM 

proposed repetitive inspections to 

detect fatigue cracking in the wing skin, 

and corrective actions if necessary. That 

NPRM was prompted by reports of 

cracking in the upper wing skin at the 

fastener holes common to the inboard 

and outboard pitch load fittings of the 

front spar which could result in the loss 

of the strut-to-wing upper link load path 

and possible separation of a strut and 

engine from the airplane during flight. 

This action revises that NPRM by 

reducing compliance times. We are 

proposing this supplemental NPRM to 

correct the unsafe condition on these 

products. Since these actions impose an 

additional burden over that proposed in 

the NPRM, we are reopening the 

comment period to allow the public the 

chance to comment on these proposed 

changes. 

DATES: We must receive comments on 

this supplemental NPRM by November 

25, 2011. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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. 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 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 

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

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; e-mail: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–0277; Directorate Identifier 

2009–NM–217–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed 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 proposed AD. 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 to include an AD that would 

apply to Model 767–200, –300, –300F, 

and –400ER series airplanes. That 

NPRM was published in the Federal 

Register on March 29, 2010 (75 FR 

15357). That NPRM proposed to require 

repetitive inspections to detect fatigue 

cracking in the upper wing skin at the 

fastener holes common to the inboard 

and outboard pitch load fittings of the 

front spar, and corrective actions if 

necessary. 

Actions Since Previous NPRM (75 FR 

15357, March 29, 2010) Was Issued 

Since we issued the previous NPRM 

(75 FR 15357, March 29, 2010), one 


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operator reported finding a fastener hole 

with significant crack sizes of 0.53 and 

0.31 inch on either side of the hole on 

an airplane having accumulated 18,900 

total flight cycles and 89,500 total flight 

hours at the time of the inspection. 

These cracks were found sooner than 

expected; therefore, certain initial 

inspection compliance times (grace 

periods) have been reduced. 

Relevant Service Information 

Boeing has issued Alert Service 

Bulletin 767–57A0117, Revision 1, 

dated March 2, 2011, to reduce certain 

initial inspection compliance times 

(grace periods) from 4,000 flight cycles 

or 12,000 flight hours, to 2,000 flight 

cycles or 6,000 flight hours (whichever 

occurs first), respectively. The 

procedures in Revision 1 of this service 

bulletin are essentially the same as 

those in Boeing Alert Service Bulletin 

767–57A0117, Original Issue, dated 

October 1, 2009, which was referenced 

in the NPRM (75 FR 15357, March 29, 

2010) as the appropriate source of 

service information for accomplishing 

the proposed requirements. 

We have revised this supplemental 

NPRM to refer to Boeing Alert Service 

Bulletin 767–57A0117, Revision 1, 

dated March 2, 2011, given credit for 

Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, dated October 

1, 2009, and re-identified subsequent 

paragraphs. 

Comments 

We gave the public the opportunity to 

comment on the previous NPRM (75 FR 

15357, March 29, 2010). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request for Clarification of Inspection 

Locations 

Continental Airlines requested that 

we clarify the locations on which the 

inspections are done because the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 767–57A0117, 

Original Issue, dated October 1, 2009, 

specify doing detailed and ultrasonic 

inspections of the upper wing skin 

surface, but also mention certain 

instructions that specify doing the 

inspections on the lower surface of the 

upper wing skin. 

We agree that clarification is needed. 

The upper surface of the upper wing 

skin is the location for the inspection. 

Boeing Alert Service Bulletin 767– 

57A0117, Revision 1, dated March 2, 

2011 (described previously), specifies 

that the inspections be done on the 

‘‘upper wing skin surface.’’ To clarify 

the location of the inspections, we have 

changed the wording of that phrase in 

the Summary and paragraphs (e) and (g) 

of this supplemental NPRM to ‘‘upper 

surface of the upper wing skin.’’ 

Request for Clarification of Certain 

Repair Conditions 

All Nippon Airways (ANA) requested 

that we add the reference ‘‘Condition 

2D’’ to paragraph (i) of the NPRM (75 FR 

15357, March 29, 2010), which is 

reidentified as paragraph (h) of this 

supplemental NPRM, to clarify that only 

Condition 2D of Table 1, paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–57A0117, Original Issue, 

dated October 1, 2009, requires 

contacting Boeing for appropriate 

action. ANA added that ‘‘Condition 2D’’ 

specifies to ‘‘contact Boeing for 

additional instructions and do the 

repair,’’ but paragraph (i) of the NPRM 

refers to contacting Boeing for 

appropriate action. The commenter 

requested clarification. 

We agree to provide clarification. We 

disagree with adding a reference to 

Condition 2D in paragraph (h) of this 

supplemental NPRM. Condition 2D of 

the Accomplishment Instructions of 

Boeing Alert Service Bulletin 767– 

57A0117, Revision 1, dated March 2, 

2011 (this revised service bulletin is 

referenced in this supplemental NPRM 

as the appropriate source of service 

information), is the only condition that 

requires contacting Boeing for 

additional instructions and doing the 

repair. However, we have revised the 

language in paragraph (h) of this 

supplemental NPRM to match the 

language in Boeing Alert Service 

Bulletin 767–57A0117, Revision 1, 

dated March 2, 2011. 

Request for Clarification of Repair 

Limits of Figures 5 and 6 of Boeing 

Alert Service Bulletin 767–57A0117, 

Original Issue, Dated October 1, 2009 

Boeing and ANA requested we clarify 

that any cracks found can be repaired 

using Figures 5 and 6 of Boeing Alert 

Service Bulletin 767–57A0117, Original 

Issue, dated October 1, 2009, provided 

such cracks are within the repair limits 

described in those figures. Boeing stated 

that while Figures 5 and 6 provide 

repairs for cracks removed up to a final 

hole diameter of 0.540 inch from the 

starting hole size of 0.375 inch, the 

NPRM (75 FR 15357, March 29, 2010) 

would require that all repairs be 

submitted for FAA approval. Boeing 

requested that we change paragraph (i) 

of the NPRM (paragraph (h) of this 

supplemental NPRM) to further limit 

the repair conditions that require FAA 

approval to include cracks that exceed 

the repair limits contained in Figures 5 

and 6 of Boeing Alert Service Bulletin 

767–57A–0117, Original Issue, dated 

October 1, 2009. 

We disagree. Paragraph (h) of this 

supplemental NPRM does not require 

all cracks to be repaired in accordance 

with paragraph (j) of this supplemental 

NPRM. Only those cracks beyond the 

documented limits in Boeing Alert 

Service Bulletin 767–57A0117, Revision 

1, dated March 2, 2011, for which that 

service bulletin states to ‘‘contact 

Boeing’’ are required to be repaired in 

accordance with paragraph (j) of this 

supplemental NPRM. Paragraph (h) of 

this supplemental NPRM refers to 

conditions specified in that service 

bulletin, which include the limitation 

noted by the commenter. No change has 

been made to this supplemental NPRM 

in this regard. 

Request for Definition of Condition 2D 

of Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, Dated October 

1, 2009 

Continental Airlines requested 

changing the definition of Condition 2D 

of Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, dated October 

1, 2009. Continental Airlines stated that 

the definition is, ‘‘Any crack found in 

one or more of the affected fastener hole 

locations that can not be removed with 

a final hole diameter of less than or 

equal to 0.540 inches.’’ Continental 

Airlines noted that the condition of 

‘‘less than or equal to 0.540 inches’’ is 

already covered under Condition 2C and 

suggested changing the wording to ‘‘Any 

crack found in one or more of the 

affected fastener hole locations that can 

not be removed with a final hole 

diameter of 0.540 inches.’’ 

We disagree with changing the 

definition of Condition 2D. Condition 

2C specifies cracks that can be removed 

with a repaired hole diameter greater 

than 0.453 inch and less than or equal 

to 0.540 inch. Condition 2D specifies 

cracks that cannot be removed with a 

repaired hole diameter of less than or 

equal to 0.540 inch. No change has been 

made to this supplemental NPRM in 

this regard. 

Request To Retain the Compliance 

Time Specified in Boeing Alert Service 

Bulletin 767–57A0117, Original Issue, 

Dated October 1, 2009 

ANA requested that the compliance 

time specified in Boeing Alert Service 

Bulletin 767–57A0117, Original Issue, 

dated October 1, 2009, be retained as 

proposed in the NPRM (75 FR 15357, 

March 29, 2010) instead of reduced as 

specified in Boeing Alert Service 

Bulletin 767–57A0117, Revision 1, 

dated March 2, 2011. ANA stated that 


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they changed their ‘‘C’’ check 

maintenance schedule, which aligns 

better with the compliance times 

specified in Boeing Alert Service 

Bulletin 767–57A0117, Original Issue, 

Dated October 1, 2009. 

We do not agree with the commenter’s 

request to extend the compliance times. 

The intent of this supplemental NPRM, 

as stated in the preamble section, 

‘‘Actions Since Previous NPRM Was 

Issued,’’ is to reduce the initial 

proposed compliance times based on 

failures found on airplanes below the 

proposed compliance times. In 

developing an appropriate compliance 

time for this action, we considered the 

safety implications, parts availability, 

and normal maintenance schedules for 

the timely accomplishment of the 

inspection. In consideration of these 

items, as well as the reports of cracking, 

we have determined that the revised 

compliance times specified in Boeing 

Alert Service Bulletin 767–57A0117, 

Revision 1, dated March 2, 2011, will 

ensure an acceptable level of safety. 

Since maintenance schedules vary 

widely among operators, we tried to 

accommodate most affected operators by 

allowing the inspections to be done 

during scheduled maintenance 

intervals. However, under the 

provisions of paragraph (j) of this 

supplemental NPRM, we will consider 

requests for approval of an extension of 

the compliance time if sufficient data 

are submitted to substantiate that the 

extension would provide an acceptable 

level of safety. 

Request To Change Wording in Figure 

5 of Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, Dated October 

1, 2009 

Continental Airlines stated that the 

‘‘More Data’’ column of Step 2, Figure 

5, of Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, dated October 

1, 2009, references ‘‘Table 1 or Table 2 

below.’’ Continental noted that there are 

no tables ‘‘below’’ on that particular 

page, but are on the following page. 

We infer that the commenter is 

requesting that we revise this 

supplemental NPRM to clarify the 

location of the tables. We disagree. 

Although those tables are not physically 

‘‘below’’ on the same page, those tables 

can be easily located and can still be 

considered ‘‘below’’ as they follow the 

discussion items. No change has been 

made to this supplemental NPRM in 

this regard. 

Request for Clarification of Step 4, 

Figure 5, of Boeing Alert Service 

Bulletin 767–57A0117, Original Issue, 

Dated October 1, 2009 

Continental Airlines requested 

clarification of the wording in the 

‘‘More Data’’ column of Step 4, Figure 

5, of Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, dated October 

1, 2009. The commenter stated that the 

reference to ‘‘SRM 51–40–09,’’ in the 

‘‘More Data’’ section of this service 

bulletin is for aluminum structure. 

Continental believed the intent is to 

cold work the skin hole only for 

airplanes with titanium pitch load 

fittings. Continental requested that we 

clarify this definition. 

We agree that the cold working was 

meant for the wing skin holes for 

airplanes having titanium pitch load 

fittings. However, we have determined 

that the titanium fitting maintains an 

adequate level of safety if the cold 

working process is carried out through 

the entire stack-up. The other option 

would be to cold work only the 

aluminum skin, but that would be cost 

prohibitive and impractical to remove 

the titanium fitting, cold work the 

aluminum skin, and re-install the 

titanium fitting on the airplane. No 

change has been made to the 

supplemental NPRM in this regard. 

Request To Change Location of 

Appendix A Reference of Boeing Alert 

Service Bulletin 767–57A0117, Original 

Issue, Dated October 1, 2009 

Continental Airlines stated that it may 

be beneficial to reference Appendix A in 

Figure 6 of Boeing Alert Service Bulletin 

767–57A0117, Original Issue, dated 

October 1, 2009. 

We partially agree. Although it could 

be beneficial to reference Appendix A in 

Figure 6, Appendix A already is 

referenced in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–57A0117, Revision 1, 

dated March 2, 2011 (this revised 

service bulletin is referenced in this 

supplemental NPRM). No change has 

been made to the supplemental NPRM 

in this regard. 

FAA’s Determination 

We are proposing this supplemental 

NPRM because we evaluated all the 

relevant information and determined 

the unsafe condition described 

previously is likely to exist or develop 

in other products of these same type 

designs. Certain changes described 

above expand the scope of the original 

NPRM (75 FR 15357, March 29, 2010). 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this supplemental NPRM. 

Proposed Requirements of the 

Supplemental NPRM 

This supplemental NPRM would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Supplemental NPRM and the 

Service Information.’’ 

Differences Between the Supplemental 

NPRM and the Service Information 

Boeing Alert Service Bulletin 767– 

57A0117, Revision 1, dated March 2, 

2011, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization that we have 

authorized to make those findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 417 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspection ................................ 10 work-hours × $85 per hour = $850 per inspection cycle .. $28,836 $29,686 $12,379,062 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 


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ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Hole repair ......................... 1 work-hour per hole × maximum 48 holes per airplane × $85 per hour = up to 

$4,080 per airplane.

$0 Up to $4,080. 

Fastener replacement ........ 1 work-hour per hole × maximum 48 holes per airplane × $85 per hour = up to 

$4,080 per airplane.

0 Up to $4,080. 

Freeze plug repair .............. 1 work-hour per hole × maximum 48 holes per airplane × $85 per hour = up to 

$4,080 per airplane.

0 Up to $4,080. 

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 determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed 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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2010–0277; Directorate Identifier 2009– 

NM–217–AD. 

(a) Comments Due Date 

We must receive comments by November 

25, 2011. 

(b) Affected ADs 

None 

(c) Applicability 

This AD applies to The Boeing Company 

Model 767–200, –300, –300F, and –400ER 

series airplanes; certificated in any category; 

as identified in Boeing Alert Service Bulletin 

767–57A0117, Revision 1, dated March 2, 

2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking in the upper wing skin at the 

fastener holes common to the inboard and 

outboard front spar pitch load fittings. We are 

issuing this AD to detect and correct fatigue 

cracking in the upper surface of the upper 

wing skin at the fastener holes common to 

the inboard and outboard pitch load fittings 

of the front spar, which could result in the 

loss of the strut-to-wing upper link load path 

and possible separation of a strut and engine 

from the airplane during flight. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Initial and Repetitive Inspection 

Except as provided by paragraph (i) of this 

AD, at the applicable time specified in 

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

Alert Service Bulletin 767–57A0117, 

Revision 1, dated March 2, 2011: Do detailed 

and ultrasonic inspections, or do an openhole high-frequency eddy current inspection, 

to detect cracking in the upper surface of the 

upper wing skin at the fastener holes 

common to the inboard and outboard pitch 

load fittings of the front spar; and do all 

applicable corrective actions; in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 767–57A0117, 

Revision 1, dated March 2, 2011, except as 

required by paragraph (h) of this AD. Do all 

applicable corrective actions before further 

flight. Repeat the applicable inspections 

thereafter at intervals not to exceed the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–57A0117, Revision 1, dated 

March 2, 2011. 

(h) Exceptions to the Service Bulletin 

(1) If any cracking is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 767–57A0117, 

Revision 1, dated March 2, 2011, specifies to 

contact Boeing for additional instructions: 

Before further flight, repair the cracking 

using a method approved in accordance with 

the procedures specified in paragraph (j) of 

this AD. 

(2) Where Boeing Alert Service Bulletin 

767–57A0117, Revision 1, dated March 2, 

2011, specifies a compliance time after the 

date on Boeing Alert Service Bulletin 767– 

57A0117, Original Issue, dated October 1, 

2009, this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(i) Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

Actions done before the effective date of 

this AD in accordance with Boeing Alert 

Service Bulletin 767–57A0117, dated October 

1, 2009, are acceptable for compliance with 

the corresponding requirements of paragraph 

(g) of this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 


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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. 

Information may be e-mailed to: 9–ANM– 

Seattle–ACO–AMOC–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. 

(k) Related Information 

(1) For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

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

6590; e-mail: berhane.alazar@faa.gov. Or, 

e-mail information to 9–ANM–Seattle–ACO– 

AMOC–Requests@faa.gov. 

(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. 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. 

Issued in Renton, Washington, on 

September 28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26107 Filed 10–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1065; Directorate 

Identifier 2011–NM–007–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Boeing Model 747–400 series airplanes. 

This proposed AD was prompted by 

reports of water leaking into electrical 

and electronic equipment in the main 

equipment center, which could result in 

an electrical short and potential loss of 

several functions essential for safe 

flight. This proposed AD would require 

modifying the floor panels, removing 

drains; installing floor supports, floor 

drain trough doublers, drain troughs, 

and drains; and sealing and taping the 

floor panels. We are proposing this AD 

to correct the unsafe condition on these 

products. 

DATES: We must receive comments on 

this proposed AD by November 25, 

2011. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed 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. 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Francis Smith, Aerospace Engineer, 

Cabin Safety & Environmental Systems 

Branch, ANM–150S, Seattle Aircraft 

Certification Office (ACO), FAA, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; phone: 425–917–6596; fax: 

425–917–6590; e-mail: 

Francis.Smith@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2011–1065; Directorate Identifier 2011– 

NM–007–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed 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 proposed AD. 

Discussion 

We have received reports of water 

leaking into electrical and electronic 

equipment in the main equipment 

center on Model 747–400 Boeing 

Converted Freighter (BCF) airplanes. 

The water leaked through the main deck 

floor panels, fasteners, and floor fittings. 

The source of the water includes rain 

and snow coming in through the main 

deck doors, as well as wet cargo. This 

condition, if not corrected, could result 

in an electrical short and potential loss 

of several functions essential for safe 

flight. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 747–25– 

3586, dated November 12, 2010. This 

service information describes 

procedures for the following actions at 

stations 210 and 530. 

• Modifying by removing and 

reworking floor panels 

• Removing drains 

• Installing new floor supports 

• Installing floor drain trough 

doublers, and drain troughs 

• Installing new drains 

Additionally, in certain areas between 

stations 140 and 640, this service 

information describes installing sealant 

and tape. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 


srobinson on DSK4SPTVN1PROD with PROPOSALS