Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 26663 

Dated: April 27, 2012. 

Lisa M. Wilusz, 

Director. 

[FR Doc. 2012–10745 Filed 5–4–12; 8:45 am] 

BILLING CODE 3410–TX–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0044; Directorate 

Identifier 2010–NM–059–AD; Amendment 

39–17039; AD 2012–09–04] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767–200, –300, –300F, 

and –400ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to The Boeing Company 

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

airplanes. That AD currently requires 

inspections to detect cracking or 

corrosion of the fail-safe straps between 

the side fitting of the rear spar bulkhead 

at body station 955 and the skin; and 

follow-on and corrective actions. This 

new AD expands the applicability; and 

adds an inspection for cracking in the 

fail-safe strap, and repair or replacement 

if necessary. This AD was prompted by 

additional reports of cracks in 51 failsafe straps on 41 airplanes; we have also 

received a report of a crack found in the 

‘‘T’’ fitting that connects the fail-safe 

strap to the outboard edge of the 

pressure deck. We are issuing this AD 

to detect and correct fatigue cracking or 

corrosion of the fail-safe straps and the 

‘‘T’’ fittings, which could result in 

cracking of adjacent structure and 

consequent reduced structural integrity 

of the fuselage. 

DATES: This AD is effective June 11, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 11, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of November 1, 2004 (69 FR 

57636, September 27, 2004, as 

referenced in 70 FR 58000, October 5, 

2005). 

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; email 

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 

98057–3356. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

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

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; email: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2004–19–06 R1, 

amendment 39–14313 (70 FR 58000, 

October 5, 2005). That AD applies to 

The Boeing Company Model 767–200, 

–300, and –300F series airplanes. The 

NPRM published in the Federal 

Register on February 24, 2011 (76 FR 

10288). That NPRM proposed to 

continue to require inspections to detect 

cracking or corrosion of the fail-safe 

straps between the side fitting of the 

rear spar bulkhead at body station 955 

and the skin; and follow-on and 

corrective actions. That NPRM also 

proposed to expand the applicability, 

and add an inspection for cracking in 

the fail-safe strap, and repair or 

replacement 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. 

Request To Add Airplanes to 

Applicability 

Aviation Partners Boeing (APB) asked 

that we include airplanes in the NPRM 

(76 FR 10288, February 24, 2011) that 

have been modified with winglets, in 

accordance with Supplemental Type 

Certificate (STC) ST01920SE. APB 

stated that it completed an analysis of 

Boeing Alert Service Bulletin 767– 

53A0100, Revision 2, dated January 15, 

2010, and determined that the defined 

rework limits are valid when winglets 

are installed. APB added that including 

these airplanes will reduce the effort to 

support requests for alternative methods 

of compliance (AMOCs) to the NPRM. 

We acknowledge APB’s request to 

include airplanes modified with 

winglets in accordance with the 

referenced STC in the applicability of 

this AD. We received an analysis 

package from APB which verifies that 

the compliance information included in 

Boeing Alert Service Bulletin 767– 

53A0100, Revision 2, dated January 15, 

2010, is adequate to provide an 

acceptable level of safety for airplanes 

equipped with those winglets. Those 

airplanes are listed in the effectivity 

section of Revision 2 of this service 

bulletin, which is identified in the 

applicability section of this AD. We 

have not changed the AD in this regard. 

However, since the referenced STC does 

not affect accomplishment of the 

requirements of this AD, we have 

clarified that an AMOC is not necessary 

for these airplanes by adding this 

provision in new Note 1 to paragraph (c) 

of this AD. We have also reidentified 

subsequent notes. 

Request To Change Supplementary 

Information Section of NPRM 

Boeing noted that in the 

Supplementary Information section of 

the NPRM (76 FR 10288, February 24, 

2011), there is an error under ‘‘Actions 

Since Existing AD Was Issued.’’ Boeing 

asked for a correction to the ‘‘flight 

cycles’’ data in the sentence ‘‘Fail-safe 

straps were repaired on 33 airplanes 

with total accumulated flight cycles 

ranging from 39,886 to 89,236.’’ Boeing 

stated that the correct flight cycles range 

is ‘‘9,250 to 38,490,’’ and the correct 

flight hours range is ‘‘39,886 to 89,236,’’ 

as published in Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010. 

We agree with Boeing that there is an 

error in the number of flight cycles 

specified under ‘‘Actions Since Existing 

AD Was Issued;’’ the correct number of 

flight cycles was inadvertently omitted 

mstockstill on DSK4VPTVN1PROD with RULES

26664 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 

from the NPRM (76 FR 10288, February 

24, 2011). However, since that section of 

the preamble does not reappear in the 

final rule, no change to the AD has been 

made in this regard. 

Request To Change the Unsafe 

Condition 

Boeing asked that we enhance the 

clarity of the unsafe condition that is 

given as the reason for issuing the 

NPRM (76 FR 10288, February 24, 2011) 

because the ‘‘T’’ fittings should not be 

included in the unsafe condition. 

Boeing noted that the proposed actions 

are for detecting and repairing corrosion 

or cracking of the fail-safe straps. Boeing 

added that inspections of the ‘‘T’’ fitting 

were added to Revision 2, dated January 

15, 2010, of Boeing Alert Service 

Bulletin 767–53A0100, so that a 

removed/kept ‘‘T’’ fitting would be 

installed in a condition that contains no 

detectable damage around the three 

fastener holes that connect to the failsafe strap. Boeing stated that the 

inspections are intended only to 

increase damage detection prior to 

installation of a kept ‘‘T’’ fitting. 

We agree that emphasizing the failsafe strap is the main issue in this AD; 

however, we do not agree that the 

unsafe condition should be changed to 

remove the reference to the ‘‘T’’ fittings. 

Some ‘‘T’’ fitting cracks have been 

reported since issuance of the existing 

AD, as noted in Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010; therefore, the 

‘‘T’’ fitting is part of the unsafe 

condition. We have not changed this AD 

in this regard. 

Request To Change Paragraph (k) of 

This AD 

Continental Airlines (CAL) asked that 

we change paragraph (k) of the NPRM 

(76 FR 10288, February 24, 2011) to 

include contacting Boeing with 

corrosion damage details to obtain 

further repair instructions and/or 

approval. CAL stated that paragraph (k) 

of the NPRM requires that the corrosion 

on the fail-safe straps be repaired in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010. CAL added that 

paragraph 3.B.7 of the Accomplishment 

Instructions specifies that if corrosion is 

found on the fail-safe straps, it should 

be removed as given in Chapter 51–10– 

02 of the Boeing 767 Structural Repair 

Manual (SRM). CAL noted that it did 

not find any information pertaining to 

the fail-safe straps when reviewing the 

SRM for the correct rework limits. CAL 

believes the corrosion removal 

instructions are incomplete. 

We agree that corrosion removal 

instructions specified in Chapter 

51–10–02 of the SRM do not specifically 

identify how to blend out corrosion on 

the fail-safe straps. That chapter 

contains general procedures for 

repairing corrosion (which apply to the 

fail-safe straps), which include 

inspection, repair, and rework limits but 

does not contain specific procedures for 

removing corrosion from fail-safe straps. 

We have received Boeing Service 

Bulletin 767–53A0100, Revision 3, 

dated February 6, 2012. That revision 

removes the reference to the SRM in 

Step 3.B.7., and instead specifies to 

contact Boeing for repair instructions. 

Therefore we have revised paragraph (k) 

of this AD to specify that where Boeing 

Service Bulletin 767–53A0100, Revision 

3, dated February 6, 2012, specifies to 

contact Boeing for repair, this AD 

requires repair using a method approved 

in accordance with paragraph (o) of this 

AD. 

Boeing Service Bulletin 767– 

53A0100, Revision 3, dated February 6, 

2012, also adds notes and revised steps 

to provide flexibility and revised figures 

to correct errors. These changes include 

revising a Standard Operating Practices 

Manual (SOPM) reference to specify 

SOPM 20–20–00, adding a fastener code 

to Figure 28 that was omitted, and 

revising cable identification labels in 

Figures 32 and 34. We have revised this 

AD to refer to Boeing Service Bulletin 

767–53A0100, Revision 3, dated 

February 6, 2012, as the appropriate 

source of service information for 

accomplishing the required actions. We 

have added Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010, to paragraph (n) 

of this AD to give credit for doing 

actions before the effective date of this 

AD, using that revision. 

Request To Change Certain References 

in the Service Information 

CAL asked that certain references in 

Boeing Alert Service Bulletin 767– 

53A0100, Revision 2, dated January 15, 

2010, be changed, as follows: 

CAL stated that the use of the 

procedures in the Standard Wiring 

Practices Manual, Section 20–20–00, 

should be allowed for the resistance 

check of bonding fasteners during the 

panel installation. CAL stated that the 

standard operating manual reference 

specified in the resistance check of 

bonding fasteners during the panel 

installation does not provide the 

maximum resistance value. 

CAL noted that Figure 28 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 767–53A0100, 

Revision 2, dated January 15, 2010, 

which identifies Fastener Code ‘‘B,’’ is 

missing from the top corner of the 

panel. 

CAL also noted that the circle control 

numbers identified in Figures 32 and 34 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 767– 

53A0100, Revision 2, dated January 15, 

2010, do not match the aileron control 

cables and work instructions. CAL 

stated that the control cable turnbuckle 

body station locations are reversed. 

We acknowledge the commenter’s 

concerns regarding the referenced 

figures and SOPM. The actions specified 

in the SOPM and those figures are only 

referred to in the service bulletin for 

optional guidance. As stated previously, 

Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012, 

corrects these errors. We have made no 

change to the AD in this regard. 

Explanation of Additional Changes 

Made to This AD 

We have made the following changes 

to this AD: 

• Revised certain headers throughout 

this AD. 

• Redesignated Note 2 of the NPRM 

(76 FR 10288, February 24, 2011) as 

paragraph (g)(3) in this AD, and 

redesignated subsequent notes 

accordingly. 

• Revised the heading for and 

wording of paragraph (n) of this AD; this 

change has not changed the intent of 

that paragraph. 

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 changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

10288, February 24, 2011) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 10288, 

February 24, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

390 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 26665 

ESTIMATED COSTS

Action Labor cost Parts 

cost Cost per product Cost on U.S. operators 

Inspection for Model 767–200, –300, and 

–300F airplanes (retained actions from 

AD 2004-19–06 R1, Amendment 

39-14313 (70 FR 58000, October 5, 

2005)).

2 work-hours × $85 per hour = $170 per 

inspection cycle.

$0 $170 per inspection 

cycle.

$60,180 per inspection cycle. 

New inspections for all airplanes (new action).2 work-hours × $85 per hour = $170 per 

inspection cycle.

0 $170 per inspection 

cycle.

$66,300 per inspection cycle. 

We estimate the following costs to do 

any necessary repairs/replacements that 

would be required based on the results 

of the inspection. We have no way of 

determining the number of aircraft that 

might need these repairs/replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Repair or replacement, Groups 1–7, 

10, and 11 airplanes.

295 work-hours × $85 per hour = $25,075 ........... Between $9,054 and 

$15,837.

Between $34,129 and 

$40,912. 

Repair or replacement, Groups 8 and 

9 airplanes.

297 work hours × $85 per hour = $25,245 ........... Between $32,593 and 

$32,727.

Between $57,838 and 

$57,972. 

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 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2004–19–06 R1, Amendment 39–14313 

(70 FR 58000, October 5, 2005), and 

adding the following new AD: 

2012–09–04 The Boeing Company: 

Amendment 39–17039; Docket No. 

FAA–2011–0044; Directorate Identifier 

2010–NM–059–AD. 

(a) Effective Date 

This AD is effective June 11, 2012. 

(b) Affected ADs 

This AD supersedes AD 2004–19–06 R1, 

Amendment 39–14313 (70 FR 58000, October 

5, 2005). 

(c) Applicability 

This AD applies to Model 767–200, –300, 

–300F, and –400ER series airplanes, 

certificated in any category; as identified in 

Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012. 

Note 1 to paragraph (c) of this AD: 

Supplemental Type Certificate (STC) 

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

Regulatory_and_Guidance_Library/rgstc.nsf/ 

0/082838ee177dbf62862576a4005cdfc0/ 

$FILE/ST01920SE.pdf) does not affect the 

ability to accomplish the actions required by 

this AD. Therefore, for airplanes on which 

STC ST01920SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. For all other AMOC requests, the 

operator must request approval for an AMOC 

according to paragraph (o) of this AD. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by additional 

reports of cracks in 51 fail-safe straps on 41 

airplanes; we have also received a report of 

a crack found in the ‘‘T’’ fitting that connects 

the fail-safe strap to the outboard edge of the 

pressure deck. We are issuing this AD to 

detect and correct fatigue cracking or 

corrosion of the fail-safe straps and the ‘‘T’’ 

fittings, which could result in cracking of 

adjacent structure and consequent reduced 

structural integrity of the fuselage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

mstockstill on DSK4VPTVN1PROD with RULES

26666 Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 

(g) Retained Inspections and Follow-on/ 

Corrective Actions With New Service 

Information 

These inspection requirements are retained 

from AD 2004–19–06 R1, Amendment 39– 

14313 (70 FR 58000, October 5, 2005). For 

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

airplanes having line numbers 1 through 931 

inclusive: Except as provided by paragraph 

(h) of this AD, prior to the accumulation of 

15,000 total flight cycles, or within 3,000 

flight cycles after November 1, 2004 (the 

effective date of AD 2004–19–06 R1, 

Amendment 39–14313, 70 FR 58000, October 

5, 2005), whichever occurs later, perform a 

detailed inspection and eddy current 

inspection to detect cracking or corrosion of 

the fail-safe straps between the side fitting of 

the rear spar bulkhead at body station (BS) 

955 and the skin, per Figure 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0100, dated 

September 26, 2002; Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, dated 

January 15, 2010; or Boeing Service Bulletin 

767–53A0100, Revision 3, dated February 6, 

2012. As of the effective date of this AD, use 

only Boeing Alert Service Bulletin 767– 

53A0100, Revision 3, dated February 6, 2012. 

Doing the inspections required by paragraph 

(i) of this AD terminates the requirements of 

this paragraph. 

(1) If no crack or corrosion is found, repeat 

the inspections thereafter at intervals not to 

exceed 6,000 flight cycles or 36 months, 

whichever occurs first, until paragraph (i) of 

this AD is done. 

(2) If any crack or corrosion is found, 

before further flight, repair per a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or using a 

method approved in accordance with 

paragraph (o) of this AD. 

(3) For the purposes of this AD, a detailed 

inspection is: ‘‘An intensive examination of 

a specific item, installation, or assembly to 

detect damage, failure, or irregularity. 

Available lighting is normally supplemented 

with a direct source of good lighting at an 

intensity deemed appropriate. Inspection 

aids such as mirror, magnifying lenses, etc., 

may be necessary. Surface cleaning and 

elaborate procedures may be required.’’ 

(h) Retained Inspections and Follow-on/ 

Corrective Actions 

These inspection requirements are retained 

from AD 2004–19–06 R1, Amendment 39– 

14313 (70 FR 58000, October 5, 2005). For 

airplanes identified in paragraph (g) of this 

AD on which the fail-safe strap has been 

replaced before November 1, 2004: Do the 

actions required by paragraph (g) of this AD 

within 12,000 flight cycles after 

accomplishing the replacement. 

Note 2 to paragraph (h) of this AD: Steps 

2 and 8 of the Work Instructions of Boeing 

Alert Service Bulletin 767–53A0100, dated 

September 26, 2002, refer incorrectly to 

Boeing 767 Airplane Maintenance Manual 

(AMM) 32–00–20 for guidance on opening 

the MLG doors; the correct reference is 

Boeing 767 AMM 32–00–15, which is 

referred to in steps 3 and 7 of the Work 

Instructions. Step 2 also should state ‘‘Open 

Main Landing Gear (MLG) doors’’ instead of 

‘‘Open Main Landing Green (MLG) doors.’’ 

(i) New Repetitive Detailed and Eddy 

Current Inspections 

Prior to the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Perform detailed and eddy 

current inspections to detect cracking and/or 

corrosion of the fail-safe straps between the 

side fitting of the rear spar bulkhead at BS 

955 and the skin, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–53A0100, Revision 3, 

dated February 6, 2012. If no crack or 

corrosion is found, repeat the inspections 

thereafter at intervals not to exceed 6,000 

flight cycles or 36 months, whichever occurs 

first. Accomplishing the actions required by 

this paragraph ends the requirements of 

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

(j) New Repetitive Ultrasonic Inspections 

Prior to the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do an ultrasonic inspection of 

the fail-safe strap for cracking, and all 

applicable related investigative actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 767– 

53A0100, Revision 3, dated February 6, 2012. 

Do all applicable related investigative actions 

before further flight. If no crack is found, 

repeat the inspection thereafter at intervals 

not to exceed 6,000 flight cycles or 36 

months, whichever occurs first. 

(k) New Corrective Actions 

If any corrosion is found during any 

inspection required by paragraph (i) of this 

AD: Before further flight, repair the 

corrosion, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–53A0100, Revision 3, 

dated February 6, 2012; except where Boeing 

Service Bulletin 767–53A0100, Revision 3, 

dated February 6, 2012, specifies to contact 

Boeing for repair, before further flight, repair 

using a method approved in accordance with 

paragraph (o) of this AD. 

(l) New Corrective Actions 

If any crack is found during any inspection 

required by paragraph (i) or (j) of this AD: 

Before further flight, repair in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012; except 

where Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012, specifies 

to contact Boeing for appropriate action, 

before further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (o) of this AD. 

Accomplishing the fail-safe strap trim repair 

in accordance with Boeing Service Bulletin 

767–53A0100, Revision 3, dated February 6, 

2012, ends the repetitive inspections 

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

only on the side of the airplane where the 

repair was done. Replacing the fail-safe strap 

with a replacement strap that has the revised 

edge configuration in accordance with 

Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012, ends the 

repetitive inspections required by paragraphs 

(i) and (j) of this AD only on the side of the 

airplane where the replacement was done. 

(m) New Post-Replacement Inspections 

For any replacement strap that does not 

have a revised edge configuration, as 

specified in Boeing Service Bulletin 767– 

53A0100, Revision 3, dated February 6, 2012: 

Within 12,000 flight cycles after doing the 

replacement, accomplish the inspections 

required by paragraphs (i) and (j) of this AD. 

Repeat the inspections thereafter at intervals 

not to exceed 6,000 flight cycles or 36 

months, whichever occurs first. Replacing 

the fail-safe strap with a replacement strap 

that has the revised edge configuration in 

accordance with Boeing Service Bulletin 

767–53A0100, Revision 3, dated February 6, 

2012, ends the repetitive inspections 

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

only on the side of the airplane where the 

replacement was done. 

(n) New Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) through (m) of this 

AD, if those actions were performed before 

the effective date of this AD using Boeing 

Alert Service Bulletin 767–53A0100, 

Revision 1, dated August 11, 2006; or Boeing 

Alert Service Bulletin 767–53A0100, 

Revision 2, dated January 15, 2010. 

(o) Alternative Methods of Compliance 

(AMOCs) 

(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. 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 emailed 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2004–19–06, 

Amendment 39–13800 (69 FR 57636, 

September 27, 2004); and AD 2004–19–06 

R1, Amendment 39–14313 (70 FR 58000, 

October 5, 2005); are approved as AMOCs for 

paragraphs (g) and (h) of this AD, as 

applicable. 

(p) Related Information 

For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 77, No. 88 / Monday, May 7, 2012 / Rules and Regulations 26667 

ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 917– 

6577; fax: (425) 917–6590; email: 

berhane.alazar@faa.gov. 

(q) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) under 5 

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

following service information on the date 

specified. 

(i) Boeing Service Bulletin 767–53A0100, 

Revision 3, dated February 6, 2012, approved 

for IBR June 11, 2012. 

(ii) Boeing Alert Service Bulletin 767– 

53A0100, Revision 2, dated January 15, 2010, 

approved for IBR June 11, 2012. 

(iii) Boeing Alert Service Bulletin 767– 

53A0100, dated September 26, 2002; 

approved for IBR November 1, 2004 (69 FR 

57636, September 27, 2004, as referenced in 

70 FR 58000, October 5, 2005). 

(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; email me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

(3) 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. 

(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 NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr_locations.html. 

Issued in Renton, Washington on April 23, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–10570 Filed 5–4–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30840; Amdt. No. 3477] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This rule establishes, amends, 

suspends, or revokes Standard 

Instrument Approach Procedures 

(SIAPs) and associated Takeoff 

Minimums and Obstacle Departure 

Procedures for operations at certain 

airports. These regulatory actions are 

needed because of the adoption of new 

or revised criteria, or because of changes 

occurring in the National Airspace 

System, such as the commissioning of 

new navigational facilities, adding new 

obstacles, or changing air traffic 

requirements. These changes are 

designed to provide safe and efficient 

use of the navigable airspace and to 

promote safe flight operations under 

instrument flight rules at the affected 

airports. 

DATES: This rule is effective May 7, 

2012. The compliance date for each 

SIAP, associated Takeoff Minimums, 

and ODP is specified in the amendatory 

provisions. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of May 7, 

2012. 

ADDRESSES: Availability of matter 

incorporated by reference in the 

amendment is as follows: 

For Examination— 

1. FAA Rules Docket, FAA 

Headquarters Building, 800 

Independence Avenue SW., 

Washington, DC 20591; 

2. The FAA Regional Office of the 

region in which the affected airport is 

located; 

3. The National Flight Procedures 

Office, 6500 South MacArthur Blvd., 

Oklahoma City, OK 73169 or, 

4. 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. 

Availability—All SIAPs are available 

online free of charge. Visit nfdc.faa.gov 

to register. Additionally, individual 

SIAP and Takeoff Minimums and ODP 

copies may be obtained from: 

1. FAA Public Inquiry Center (APA– 

200), FAA Headquarters Building, 800 

Independence Avenue SW., 

Washington, DC 20591; or 

2. The FAA Regional Office of the 

region in which the affected airport is 

located. 

FOR FURTHER INFORMATION CONTACT: 

Richard A. Dunham III, Flight Procedure 

Standards Branch (AFS–420) Flight 

Technologies and Programs Division, 

Flight Standards Service, Federal 

Aviation Administration, Mike 

Monroney Aeronautical Center, 6500 

South MacArthur Blvd., Oklahoma City, 

OK 73169 (Mail Address: P.O. Box 

25082, Oklahoma City, OK 73125) 

telephone: (405) 954–4164. 

SUPPLEMENTARY INFORMATION: This rule 

amends Title 14, Code of Federal 

Regulations, Part 97 (14 CFR part 97) by 

amending the referenced SIAPs. The 

complete regulatory description of each 

SIAP is listed on the appropriate FAA 

Form 8260, as modified by the National 

Flight Data Center (FDC)/Permanent 

Notice to Airmen (P–NOTAM), and is 

incorporated by reference in the 

amendment under 5 U.S.C. 552(a), 1 

CFR part 51, and § 97.20 of Title 14 of 

the Code of Federal Regulations. 

The large number of SIAPs, their 

complex nature, and the need for a 

special format make their verbatim 

publication in the Federal Register 

expensive and impractical. Further, 

airmen do not use the regulatory text of 

the SIAPs, but refer to their graphic 

depiction on charts printed by 

publishers of aeronautical materials. 

Thus, the advantages of incorporation 

by reference are realized and 

publication of the complete description 

of each SIAP contained in FAA form 

documents is unnecessary. This 

amendment provides the affected CFR 

sections and specifies the types of SIAP 

and the corresponding effective dates. 

This amendment also identifies the 

airport and its location, the procedure 

and the amendment number. 

The Rule 

This amendment to 14 CFR part 97 is 

effective upon publication of each 

separate SIAP as amended in the 

transmittal. For safety and timeliness of 

change considerations, this amendment 

incorporates only specific changes 

contained for each SIAP as modified by 

FDC/P–NOTAMs. 

The SIAPs, as modified by FDC P– 

NOTAM, and contained in this 

amendment are based on the criteria 

contained in the U.S. Standard for 

Terminal Instrument Procedures 

(TERPS). In developing these changes to 

SIAPs, the TERPS criteria were applied 

only to specific conditions existing at 

the affected airports. All SIAP 

amendments in this rule have been 

previously issued by the FAA in a FDC 

NOTAM as an emergency action of 

immediate flight safety relating directly 

to published aeronautical charts. The 

circumstances which created the need 

for all these SIAP amendments requires 

making them effective in less than 30 

days. 

Because of the close and immediate 

relationship between these SIAPs and 

safety in air commerce, I find that notice 

mstockstill on DSK4VPTVN1PROD with RULES