10060 Federal Register / Vol. 87, No. 36 / Wednesday, February 23, 2022 / Rules and Regulations 

Airbus Helicopters, 2701 N Forum Drive, 

Grand Prairie, TX 75052; telephone (972) 

641–0000 or (800) 232–0323; fax (972) 641– 

3775; or at https://www.airbus.com/ 

helicopters/services/technical-support.html. 

(5) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(6) You may view this 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, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on February 16, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03761 Filed 2–22–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0457; Project 

Identifier AD–2020–01461–T; Amendment 

39–21911; AD 2022–02–14] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 787–8, 

787–9, and 787–10 airplanes. This AD 

was prompted by a report that during a 

fleet sampling inspection, cracks were 

found on the inner cylinder pivot pins 

of the left and right main landing gear 

(MLG) on one of the airplanes. This AD 

requires repetitive lubrications of the 

left and right MLG truck beams and 

inner cylinder pivot joints; a review of 

the maintenance program 

documentation to verify that certain 

lubrication tasks are incorporated; 

repetitive inspections of the MLG inner 

cylinder pivot pins and inner cylinder 

bushings of the MLG truck beams and 

inner cylinder joints to detect friction, 

heat damage, excessive wear, cracking, 

and smearing of bushing material; and 

applicable on-condition actions. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective March 30, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 30, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet 

https://www.myboeingfleet.com. You 

may view this service information at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0457. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0457; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The address for 

Docket Operations is 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: 

Allen Rauschendorfer, Senior Aerospace 

Engineer, Airframe Section, FAA, 

Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and 

fax: 206–231–3528; email: 

allen.rauschendorfer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 787–8, 787–9, and 787–10 

airplanes. The NPRM published in the 

Federal Register on June 30, 2021 (86 

FR 34656). The NPRM was prompted by 

a report that during a fleet sampling 

inspection, cracks were found on the 

inner cylinder pivot pins of the left and 

right MLG on one of the airplanes. In 

the NPRM, the FAA proposed to require 

repetitive lubrications of the left and 

right MLG truck beams and inner 

cylinder pivot joints; a review of the 

maintenance program documentation to 

verify that certain lubrication tasks are 

incorporated; repetitive inspections of 

the MLG inner cylinder pivot pins and 

inner cylinder bushings of the MLG 

truck beams and inner cylinder joints to 

detect friction, heat damage, excessive 

wear, cracking, and smearing of bushing 

material; and applicable on-condition 

actions. The FAA is issuing this AD to 

address any heat damage and cracking 

to the MLG inner cylinder pivot pin, 

which could result in a fractured pivot 

pin and lead to loss of all or part of the 

pivot pin assembly, and subsequent 

collapse of the MLG and reduced 

controllability of the airplane during 

takeoff and landing. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

The Air Line Pilots Association, 

International (ALPA) and Boeing. ALPA 

and Boeing supported the NPRM 

without change. 

The FAA received additional 

comments from four commenters, 

including American Airlines (AAL), 

Japan Airlines (JAL), United Airlines 

(UAL), and Virgin Atlantic Airways 

(VAA). The following presents the 

comments received on the NPRM and 

the FAA’s response to each comment. 

Request To Exclude Certain Airplanes 

From the Proposed AD 

UAL requested that the FAA revise 

the applicability of the proposed AD to 

exclude Model 787–9 and 787–10 

airplanes on which the left and right 

MLG truck beams and inner cylinder 

pivot joints have been repetitively 

lubricated with MIL–PRF–32014 grease 

from the date of airplane delivery. UAL 

stated that the compliance actions 

specified in Boeing Alert Service 

Bulletin B787–81205–SB320045–00, 

Issue 001, dated November 9, 2020, do 

not give any consideration to operators 

who have met the requirements of CMR 

item number 32–CMR–01 of Section G, 

‘‘Certification Maintenance Requirement 

Task,’’ of Boeing 787 Certification 

Maintenance Requirements (CMRs), 

D011Z009–03–03, dated June 2020 

(specified in paragraph (i) of the 

proposed AD for the optional 

maintenance/inspection program 

revision), since airplane delivery, as 

specified in Table 1 in the Work 

Instructions of the service bulletin. UAL 

also commented that Boeing Alert 

Service Bulletin B787–81205– 

SB320045–00, Issue 001, dated 

November 9, 2020, provides an option 

to terminate the repetitive inspections if 

copper-nickel-tin inner cylinder 

bushings are installed, and current or 

prior accomplishment of the increased 

lubrication interval with MIL–PRF– 


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32014 grease has been done (not to 

exceed the time specified in Table 5 of 

the Compliance Section), but the service 

bulletin makes no such provision for the 

initial inspection. 

The FAA disagrees with excluding 

Boeing Model 787–9 and 787–10 

airplanes that have been lubricated with 

MIL–PRF–32014 grease since the date of 

airplane delivery from the applicability 

in this final rule. Because the unsafe 

condition was discovered during a fleet 

sampling inspection, the initial 

inspection is intended to ensure that the 

entire fleet has no friction or heat 

damage that leads to the unsafe 

condition. Therefore, regardless of 

previous lubrication or inspection, this 

AD requires the entire fleet to undergo 

an initial inspection. If additional 

findings are discovered in the fleet, the 

need for an adjustment to the 

lubrication intervals or inspection 

requirements will be re-evaluated, and 

the FAA might consider additional 

rulemaking at that time. The FAA has 

not changed this AD in this regard. 

Requests To Revise Certain Compliance 

Times 

JAL requested that the FAA revise a 

certain compliance time in the proposed 

AD. JAL stated that its fleet is affected 

by the compliance times specified for 

the airplanes in Group 1, Configurations 

1 and 2, and Group 2 of Boeing Alert 

Service Bulletin B787–81205– 

SB320045–00, Issue 001, dated 

November 9, 2020. JAL noted that the 

proposed compliance time for the 

airplanes in Group 1, Configuration 1, 

was ‘‘within 24 months after the Issue 

001 date of the Requirements Bulletin 

B787–81205–SB320045–00RB, or within 

36 months after the date of issuance of 

the original standard certificate of 

airworthiness or the original export 

certificate of airworthiness, whichever 

occurs later.’’ JAL requested that the 

compliance time relative to the Issue 

001 date of Requirements Bulletin 

B787–81205–SB320045–00RB be 

changed from 24 months to 36 months 

after that issue date. JAL commented 

that a compliance time of at least 3 years 

after the effective date of the published 

AD would be appropriate. 

JAL stated that although it is trying to 

accomplish the actions in the service 

bulletin during heavy maintenance, for 

some airplanes it cannot plan to 

incorporate the actions in the service 

information at that time. JAL 

commented that some airplanes have 

planned heavy maintenance at MRO 

(maintenance, repair and overhaul) 

locations outside of Japan and require 

special tools that are not available at an 

MRO. Thus, JAL stated, operators may 

be forced to accomplish the actions in 

the service information within line 

maintenance on some of its Model 787 

airplanes, which may take 5 days. JAL 

also commented that it estimates at least 

3 years from the effective date of this 

AD to complete the actions on all of its 

affected airplanes. JAL stated that the 

proposed compliance time would cause 

a burden to daily operations. 

Virgin Atlantic Airways (VAA) 

requested that the FAA revise the 

compliance time interval to 3 years for 

all Model 787–9 airplanes with 

improved copper-nickel-tin bushings 

installed at the MLG inner cylinder 

pivot joint location. VAA stated that 

Boeing has increased confidence of not 

seeing the friction and heat transfer 

damage on copper-nickel-tin bushings 

seen on the inferior aluminum-nickelbronze bushings installed on the same 

part on Model 787–8 airplanes. 

VAA stated that the 3-year 

compliance time interval would allow 

operators with Model 787–9 airplanes 

installed with the improved bushings to 

perform the very labor-intensive 

inspection at a C-check which is the 

correct environment for this type of 

inspection (i.e., jacking and to allow for 

recovery for any potential fall-out 

findings). VAA commented that it 

understands that Boeing has major 

issues on insurance spares and tooling, 

thus further reinforcing VAA’s request 

to give operators of Model 787–9 

airplanes the opportunity to align the 

service information inspection with a Ccheck. VAA also commented that it 

understands that all findings to date 

have been on Model 787–8 airplanes 

with the inferior aluminum-nickelbronze bushings installed. VAA stated 

that this information is from the 6-year 

on-wing sampling inspections, early 

overhauls and the service information 

inspections to date, and have resulted in 

nil findings. VAA commented that it 

believes that operators of Model 787–9 

airplanes should not have a restrictive 

timeline to perform the one-off 

inspection of the MLG truck beam pivot 

pin outer diameters and the MLG inner 

cylinder bushing inner diameters. 

The FAA disagrees to revise the 

compliance time in this AD. The 

compliance time in this AD were 

derived from the most current fleet and 

test data available at the time of service 

information development. In addition, 

in developing an appropriate 

compliance time for this AD, the FAA 

considered the significant safety issues 

in collaboration with the manufacturer 

based on fleet findings, available 

engineering data, material 

characteristics, the availability of 

necessary repair parts, and the practical 

aspect of accomplishing the required 

inspection within an interval of time 

that corresponds to the normal 

maintenance schedules of most 

operators to minimize the risk of an 

incident. However, under the provisions 

of paragraph (l) of this AD, the FAA 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. 

The FAA has not changed this final rule 

in this regard. 

Request To Revise the Reidentification 

of Parts Requirement 

AAL requested that Boeing revise 

Boeing Alert Service Bulletin B787– 

81205–SB320045–00, Issue 001, dated 

November 9, 2020, to change the 

reidentification of parts for the inner 

cylinder assembly for airplanes in 

Group 1, Configuration 1. AAL stated 

that this affects manufacturer part 

numbers (P/Ns) 512Z2001–1, P/N 

512Z2001–2, and P/N 512Z2001–3. AAL 

commented that the service bulletin 

states to reidentify the inner cylinder 

assembly if copper-nickel-tin bushings 

are installed, and also states that there 

is no equivalent Boeing part number for 

the changed part. AAL stated that the 

statement is not entirely correct and that 

Boeing created inner cylinder assembly 

P/N 512Z2001–4 from P/N 512Z2001–3 

solely by replacing the inner cylinder 

lug bushings with copper-nickel-tin 

bushings. Therefore, AAL stated, P/N 

512Z2001–3 should be reidentified as P/ 

N 512Z2001–4 after copper-nickel-tin 

bushings are installed. AAL commented 

that inner cylinder assemblies P/N 

512Z2001–1 and P/N 512Z2001–2 do 

not have similar part number changes 

after installation of copper-nickel-tin 

bushings. 

AAL also stated that it considers this 

a latent compliance trap as not all 

existing parts ordering systems have 

provisions for tracking a service bulletin 

in isolation of a part number change and 

that there is no description in the 

service bulletin to physically 

differentiate between the aluminumnickel-bronze and copper-nickel-tin 

bushings. AAL also stated that Boeing 

has not made bushing drawing 

512Z3002 available to operators to know 

where the bushing part number labeling 

is located, and when operators order 

next-higher assemblies, such as the strut 

assembly or main landing gear, there is 

no way to indicate that copper-nickeltin bushings are installed or if the 

bushings are no longer physically 

accessible; for any repair and overhaul 

work via the component maintenance 

manuals (CMMs), there are no service 


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bulletin notations to differentiate 

configuration differences. 

In addition, AAL requested adding a 

provision in the proposed AD to require 

an inner cylinder assembly part number 

change to indicate installation of 

copper-nickel-tin bushings as an 

incremental requirement for termination 

of the repetitive inspection 

requirements for Group 1 airplanes 

identified in the service bulletin. AAL 

stated that CMMs, such as 32–11–74, do 

not have adequate effectivity controls in 

place to prevent installation of 

aluminum-nickel-bronze bushings 

(subject to the repetitive inspection 

requirements of the service bulletin) on 

inner cylinder assemblies (including 

those that have had repetitive 

inspection requirements terminated by 

installation of aluminum-nickel-tin 

bushings or post-production inner 

cylinder assemblies originally fitted 

with aluminum-nickel-tin bushings). 

AAL commented that this issue was 

raised with Boeing, and the illustrated 

parts list in the CMM dated December 

30, 2021, was updated. 

The FAA does not control service 

bulletin content, but disagrees that the 

requested changes are necessary because 

the specifics of the reidentification of 

the reworked assemblies are not 

required for compliance in this AD. This 

AD requires compliance using Boeing 

Alert Requirements Bulletin B787– 

81205–SB320045–00 RB, Issue 001, 

dated November 9, 2020; Boeing Alert 

Service Bulletin B787–81205– 

SB320045–00, Issue 001, dated 

November 9, 2020, is for guidance only. 

Each operator uses unique part marking 

and tracking systems so this AD 

provides the flexibility to identify 

reworked assemblies under each 

operator’s internal processes. The ‘‘Parts 

Modified and Reidentified’’ section is 

contained within Boeing Alert Service 

Bulletin B787–81205–SB320045–00, 

Issue 001, dated November 9, 2020, 

only. Any changes to parts of Boeing 

Alert Service Bulletin B787–81205– 

SB320045–00, Issue 001, dated 

November 9, 2020, that are not specified 

in Boeing Alert Requirements Bulletin 

B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020, can be 

discussed with Boeing without affecting 

compliance with this AD. If there is any 

conflict between the CMM and this AD 

regarding the requirements for 

reinstallation of the aluminum-nickelbronze bushing, this AD prevails. The 

FAA has not changed this AD in this 

regard. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. Except 

for minor editorial changes, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin B787–81205– 

SB320045–00 RB, Issue 001, dated 

November 9, 2020. This service 

information specifies procedures for 

repetitive lubrication of the left and 

right MLG truck beams and inner 

cylinder pivot joints with MIL–PRF– 

32014 grease; a review of the 

maintenance program documentation to 

verify that it includes lubrication tasks 

for the left and right MLG truck beams 

and inner cylinder pivot joints with 

MIL–PRF–32014 grease; repetitive 

detailed and fluorescent penetrant (FPI) 

inspections of the left and right MLG 

pivot pin outer diameter (OD) surface 

for friction and heat damage; repetitive 

detailed inspections of the left and right 

MLG inner cylinder bushing inner 

diameter (ID) surfaces for excessive 

wear, cracking, and smearing of bushing 

material; and applicable on-condition 

actions. 

On-condition actions include 

updating the maintenance program to 

incorporate lubrication tasks for the left 

and right MLG truck beams and inner 

cylinder pivot joints with MIL–PRF– 

32014 grease, doing detailed and FPI 

inspections on the inner cylinder lug 

bore for heat and friction damage, 

installing a new pivot pin, applying 

lubrication using MIL–PRF–32014 

grease and making sure lubrication 

passages are clear, installing new 

aluminum-nickel-bronze inner cylinder 

bushings, installing new copper-nickeltin inner cylinder bushings, and 

repairing damage. 

The FAA reviewed Boeing 787 

Certification Maintenance Requirements 

(CMRs), D011Z009–03–03, dated June 

2020. This service information specifies, 

among other scheduled maintenance 

requirements, CMR item number 32– 

CMR–01 of Section G, ‘‘Certification 

Maintenance Requirement Tasks,’’ for 

lubricating the main landing gear truck 

beam pivot joint. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in ADDRESSES. 

Costs of Compliance 

The FAA estimates that this AD 

would affect 131 airplanes of U.S. 

registry. The FAA estimates the 

following costs to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Repetitive lubrications ............ 1 work-hour × $85 per hour = 

$85 per lubrication cycle.

$0 $85 per lubrication cycle ........ $11,135 per lubrication cycle. 

Verification of lubrication 

tasks.

1 work-hour × $85 per hour = 

$85.

0 $85 ......................................... $11,135. 

Repetitive inspections ............ 40 work-hours × $85 per hour 

= $3,400 per inspection 

cycle.

0 $3,400 per inspection cycle ... $445,400 per inspection 

cycle. 

The FAA estimates the following 

costs to do any necessary on-condition 

actions that would be required based on 

the results of the inspection. The agency 

has no way of determining the number 

of aircraft that might need these oncondition actions: 


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ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Installation of new pivot pin ..................... 8 work-hours × $85 per hour = $680 ...... $97,517 per pivot pin component assembly.$98,197 

Installation of new bushings .................... 1 work-hour × $85 per hour = $85 .......... $5,968 per bushing ................................. 6,053 

Lubrication and making sure lubrication 

passages are clear.

1 work-hour × $85 per hour = $85 .......... $0 ............................................................. 85 

Detailed and FPI inspections on the 

inner cylinder lug bore.

2 work-hour × $85 per hour = $170 ........ $0 ............................................................. 170 

Update lubrication tasks (except for CMR 

item number 32–CMR–01 incorporation).

1 work-hour × $85 per hour = $85 .......... $0 ............................................................. 85 

The FAA has received no definitive 

data on which to base the cost estimates 

for the on-condition repairs specified in 

this AD. 

For the optional action to revise the 

existing maintenance or inspection 

program by incorporating CMR item 

number 32–CMR–01, the FAA has 

determined that revising the existing 

maintenance or inspection program 

takes an average of 90 work-hours per 

operator, although the agency 

recognizes that this number may vary 

from operator to operator. In the past, 

the FAA has estimated that this action 

takes 1 work-hour per airplane. Since 

operators incorporate maintenance or 

inspection program changes for their 

affected fleet(s), the FAA has 

determined that a per-operator estimate 

is more accurate than a per-airplane 

estimate. Therefore, the FAA estimates 

the average total cost per operator to be 

$7,650 (90 work-hours × $85 per workhour). 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some or all 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected operators. 

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. 

The FAA is 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) Will not affect intrastate aviation 

in Alaska, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 adding 

the following new airworthiness 

directive: 

2022–02–14 The Boeing Company: 

Amendment 39–21911; Docket No. 

FAA–2021–0457; Project Identifier AD– 

2020–01461–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 30, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8, 787–9, and 787–10 airplanes, 

certificated in any category, as identified in 

Boeing Alert Requirements Bulletin B787– 

81205–SB320045–00 RB, Issue 001, dated 

November 9, 2020. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Main landing gear. 

(e) Unsafe Condition 

This AD was prompted by a report that 

during a fleet sampling inspection, cracks 

were found on the inner cylinder pivot pins 

of the left and right main landing gear (MLG) 

on one of the airplanes. The FAA is issuing 

this AD to address any heat damage and 

cracking to the MLG inner cylinder pivot pin, 

which could result in a fractured pivot pin 

and lead to loss of all or part of the pivot pin 

assembly, and subsequent collapse of the 

MLG and reduced controllability of the 

airplane during takeoff and landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Except as specified by paragraph (h) of this 

AD: At the applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin B787–81205– 

SB320045–00 RB, Issue 001, dated November 

9, 2020, do all applicable actions identified 

in, and in accordance with, the 

Accomplishment Instructions of Boeing Alert 

Requirements Bulletin B787–81205– 

SB320045–00 RB, Issue 001, dated November 

9, 2020. Actions identified as terminating 

action in Boeing Alert Requirements Bulletin 

B787–81205–SB320045–00 RB, Issue 001, 

dated November 9, 2020, terminate the 

applicable required actions of this AD, 

provided the terminating action is done in 

accordance with the Accomplishment 

Instructions of Boeing Alert Requirements 

Bulletin B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020. 


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Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin B787–81205–SB320045–00, Issue 

001, dated November 9, 2020, which is 

referred to in Boeing Alert Requirements 

Bulletin B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020. 

(h) Exceptions to Service Information 

Specifications 

(1) Where Boeing Alert Requirements 

Bulletin B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020, uses the phrase 

‘‘the Issue 001 date of Requirements Bulletin 

B787–81205–SB320045–00 RB,’’ this AD 

requires using ‘‘the effective date of this AD.’’ 

(2) Where Boeing Alert Requirements 

Bulletin B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020, specifies 

contacting Boeing for repair instructions: 

This AD requires doing the repair using a 

method approved in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

(3) Where the action for ‘‘CONDITION 2’’ 

in Table 7 of the ‘‘Compliance’’ paragraph of 

Boeing Alert Requirements Bulletin B787– 

81205–SB320045–00 RB, Issue 001, dated 

November 9, 2020, specifies ‘‘Do a detailed 

FPI inspection of the inner cylinder lug bore 

for heat and friction damage,’’ for this AD, 

the action is ‘‘Do a detailed and FPI 

inspection on the inner cylinder lug bore for 

heat and friction damage.’’ 

(i) Optional Terminating Action 

Revising the existing maintenance or 

inspection program, as applicable, to 

incorporate the information in CMR item 

number 32–CMR–01 of Section G, 

‘‘Certification Maintenance Requirement 

Tasks,’’ of Boeing 787 Certification 

Maintenance Requirements (CMRs), 

D011Z009–03–03, dated June 2020, 

terminates the repetitive lubrications 

required by paragraph (g) of this AD. 

(j) No Alternative Actions and Intervals 

After the existing maintenance or 

inspection program has been revised as 

required by paragraph (i) of this AD, no 

alternative actions (e.g., inspections) and 

intervals may be used unless the actions and 

intervals are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(k) Parts Installation Prohibition 

At the applicable time specified in 

paragraph (k)(1) or (2) of this AD, do not 

install an aluminum-nickel-bronze inner 

cylinder bushing on a MLG inner cylinder on 

any airplane. 

(1) For airplanes with aluminum-nickelbronze inner cylinder bushings installed on 

a MLG inner cylinder as of the effective date 

of this AD: After the bushing has been 

replaced with a copper-nickel-tin inner 

cylinder bushing. 

(2) For airplanes with copper-nickel-tin 

inner cylinder bushings installed on a MLG 

inner cylinder as of the effective date of this 

AD: As of the effective date of this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO Branch, 

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 responsible Flight 

Standards Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in Related Information. 

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 responsible Flight Standards Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by The Boeing Company 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, Seattle ACO Branch, FAA, to make 

those findings. To be approved, the repair 

method, modification deviation, or alteration 

deviation must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. 

(m) Related Information 

For more information about this AD, 

contact Allen Rauschendorfer, Senior 

Aerospace Engineer, Airframe Section, FAA, 

Seattle ACO Branch, 2200 South 216th St., 

Des Moines, WA 98198; phone and fax: 206– 

231–3528; email: allen.rauschendorfer@

faa.gov. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Requirements Bulletin 

B787–81205–SB320045–00 RB, Issue 001, 

dated November 9, 2020. 

(ii) Boeing 787 Certification Maintenance 

Requirements (CMRs), D011Z009–03–03, 

dated June 2020. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster Blvd., 

MC 110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at the FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 216th 

St., Des Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this 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, 

fr.inspection@nara.gov, or go to: https://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued on January 13, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03772 Filed 2–22–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0682; Project 

Identifier MCAI–2021–00474–T; Amendment 

39–21944; AD 2022–04–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Airbus SAS Model A318 series 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, –133, –151N, 

and –153N airplanes; and Model A320 

and A321 series airplanes. This AD was 

prompted by a determination that new 

or more restrictive airworthiness 

limitations are necessary. This AD 

requires revising the existing 

maintenance or inspection program, as 

applicable, to incorporate new or more 

restrictive airworthiness limitations, as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective March 30, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 30, 2022. 

ADDRESSES: For material incorporated 

by reference (IBR) in this AD, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 

8999 000; email ADs@easa.europa.eu; 

internet www.easa.europa.eu. You may 

find this IBR material on the EASA 

website at https://ad.easa.europa.eu. 

You may view this material at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available in the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0682. 


khammond on DSKJM1Z7X2PROD with RULES