15322 Federal Register / Vol. 75, No. 59 / Monday, March 29, 2010 / Rules and Regulations 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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 adding 

the following new AD: 

2010–06–14 Rolls-Royce plc: Amendment 

39–16239. Docket No. FAA–2009–1004; 

Directorate Identifier 2009–NE–36–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 3, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Rolls-Royce plc 

models RB211–Trent 875–17, Trent 877–17, 

Trent 884–17, Trent 884B–17, Trent 892–17, 

Trent 892B–17, and Trent 895–17 turbofan 

engines. These engines are installed on, but 

not limited to, Boeing 777 series airplanes. 

Reason 

(d) During 2004, an incident was reported 

involving uncontained multiple 

intermediate-pressure (IP) turbine blade 

release on a Trent 700 engine. The blade 

release was the result of an overspeed of the 

IP turbine rotor that was initiated by an 

internal fire in the high-pressure/ 

intermediate-pressure (HP/IP) bearing 

chamber. Post-incident analysis and 

investigation has established that blockage of 

the HP/IP turbine bearing oil vent tube due 

to carbon deposits was a significant factor in 

the failure sequence. The Trent 800 has a 

similar type design standard to that of the 

Trent 700 and has also been found in service 

to be susceptible to carbon deposits in the oil 

vent tube. 

This AD results from mandatory 

continuing airworthiness information (MCAI) 

issued by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. We are 

issuing this AD to prevent internal oil fires 

due to coking and carbon buildup in the HP/ 

IP turbine bearing oil vent tube that could 

cause uncontained engine failure and damage 

to the airplane. 

Actions and Compliance 

(e) Unless already done, do the following 

actions. 

(1) At the next engine shop visit after the 

effective date of this AD and thereafter at 

each engine shop visit, using the 

Accomplishment Instructions of Rolls-Royce 

plc Alert Service Bulletin No. RB.211–72– 

AE362, Revision 1, dated April 3, 2009: 

(i) Inspect the HP/IP turbine bearing 

internal and external oil vent tubes and 

bearing chamber for carbon buildup. 

(ii) Clean and flush the tubes and bearing 

chamber as required. 

(iii) Reject any oil vent tubes that do not 

meet inspection requirements after cleaning. 

(2) This AD does not require reporting of 

inspection results, as does paragraphs 

3.B.(4)(g) and 3.C.(9) of Rolls-Royce plc Alert 

Service Bulletin No. RB.211–72–AE362, 

Revision 1, dated April 3, 2009. 

FAA AD Differences 

(f) None. 

Alternative Methods of Compliance 

(AMOCs) 

(g) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency AD 2009–0071 (corrected 

April 14, 2009), for related information. 

(i) Contact James Lawrence, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: james.lawrence@faa.gov; 

telephone (781) 238–7176; fax (781) 238– 

7199, for more information about this AD. 

Material Incorporated by Reference 

(j) You must use Rolls-Royce plc Alert 

Service Bulletin No. RB.211–72–AE362, 

Revision 1, dated April 3, 2009, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Rolls-Royce plc, PO Box 31, 

Derby, England; telephone: 011–44–1332– 

249428; fax: 011–44–1332–249223. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or 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/ibrlocations.html. 

Issued in Burlington, Massachusetts on 

March 9, 2010. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–5788 Filed 3–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0978; Directorate 

Identifier 2008–NM–014–AD; Amendment 

39–16234; AD 2010–06–10] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767–200, –300, and 

–300F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

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

airplanes. For certain airplanes, this AD 

requires installing support hardware 

and modifying the interfacing wiring of 

the fuel quantity indicating system 

(FQIS) densitometer. For certain other 

airplanes, this AD requires replacing the 

existing hot short protector (HSP) on the 

FQIS densitometer with a new HSP. 

This AD also requires revising the 

Airworthiness Limitations (AWL) 

section of the Instructions for Continued 

Airworthiness to incorporate AWL No. 

28–AWL–22. This AD results from fuel 

system reviews conducted by the 

manufacturer. We are issuing this AD to 

prevent the center tank fuel 

densitometer from overheating and 

becoming a potential ignition source 

inside the center fuel tank, which, in 

combination with flammable fuel 

vapors, could result in a center fuel tank 

explosion and consequent loss of the 

airplane. 

DATES: This AD is effective May 3, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 3, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 


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Federal Register / Vol. 75, No. 59 / Monday, March 29, 2010 / Rules and Regulations 15323 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the 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: 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6482; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 767–200, –300, and 

–300F series airplanes. That NPRM was 

published in the Federal Register on 

July 2, 2009 (74 FR 31640). For certain 

airplanes, that NPRM proposed to 

require modifying the fuel quantity 

indicating system (FQIS) densitometer. 

For certain other airplanes, that NPRM 

proposed to require replacing the 

existing hot short protector (HSP) on the 

FQIS densitometer with a new HSP. 

That NPRM also proposed to require 

revising the Airworthiness Limitations 

(AWL) section of the Instructions for 

Continued Airworthiness to incorporate 

AWL No. 28–AWL–22. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Support for the NPRM 

Continental Airlines has no technical 

objection to the NPRM. 

Request To Clarify Certain Language 

Boeing asks that we clarify certain 

language in the Summary section of the 

NPRM, and notes that the fuel quantity 

indicating system (FQIS) densitometer 

is not being modified as specified in 

that section. Boeing states that the 

proposed actions are for the installation 

of appropriate support hardware and 

modifications to the densitometer 

interfacing wiring to install an HSP, or 

to replace the HSP in a limited number 

of airplanes. 

We agree with the Boeing comment. 

We specified in the Relevant Service 

Information section of the NPRM that 

the service bulletin describes 

procedures for modifying the FQIS 

densitometer, which include installing 

new HSP support brackets and 

grounding brackets, installing an HSP 

and bonding jumper, rerouting certain 

wire bundles, and installing new wire 

bundles. These actions are described in 

Boeing Service Bulletin 767–28A0094, 

Revision 1, dated April 23, 2009 

(referred to in the NPRM as the 

appropriate source of service 

information for accomplishing the 

actions). However, after further review 

we have determined that using the 

phrase ‘‘modifying the FQIS 

densitometer’’ is too broad. Therefore, 

for clarification, we have changed that 

language in the Summary section and 

paragraph (f) of this AD to specify 

‘‘installing support hardware and 

modifying the interfacing wiring of the 

FQIS densitometer.’’ 

Clarification of HSP Replacement 

Boeing also states, for information 

only, that there are no safety-related 

concerns regarding use of the existing 

HSP. Boeing notes that an operator can 

choose to replace the existing HSP with 

a new HSP if it experiences in-service 

problems with the HSP. Boeing adds 

that it plans to revise Service Bulletin 

767–28A0094, Revision 1, dated April 

23, 2009, to remove the only airplane in 

Group 4; the procedures for Group 4 

airplanes require replacement of the 

existing HSP with a new HSP. 

We acknowledge the Boeing 

comment; no change to the AD is 

necessary in this regard. 

Request To Extend Compliance Time 

The Air Transport Association (ATA), 

on behalf of its member American 

Airlines (AAL), asks that the 

compliance time in the NPRM be 

extended from 60 to 72 months. ATA 

states that this would allow operators to 

modify the majority of airplanes during 

scheduled heavy maintenance visits. 

ATA adds that the Boeing 767 

Maintenance Review Board document 

recommends heavy maintenance visits 

at intervals of 72 months, and carrier 

maintenance programs, facilities, and 

resources are organized to best support 

maintenance involving fuel tank entry 

and sensitive testing at that time. ATA 

notes that a shorter compliance time 

could require establishing dedicated 

modification lines and impose 

additional impact outside of Part 39 

rulemaking. ATA believes that an 

extension would maintain an acceptable 

level of safety in view of previous ADs 

that addressed the same unsafe 

condition. AAL further states that 28– 

AWL–22 will now require a loop 

resistance check of the new wire 

bundles after installation in order to 

verify the bonding requirements are 

being met. Because of the extreme 

sensitivity of the test equipment, AAL 

believes that this modification should 

be accomplished at the same time as the 

majority of other fuel tank inspections 

and modifications, which would be at 

the heavy check. 

We do not agree with the commenters’ 

request. In developing an appropriate 

compliance time for the modification, 

we considered the safety implications 

and the practical aspect of 

accomplishing the modification within 

a period of time that corresponds to the 

normal scheduled maintenance for most 

affected operators. In consideration of 

these items, we have determined that a 

60-month compliance time will ensure 

an acceptable level of safety and allow 

the modification to be done during 

scheduled maintenance intervals for 

most affected operators. However, under 

the provisions of paragraph (k)(1) of the 

AD, we will consider requests to adjust 

the compliance time if sufficient data 

are submitted to substantiate that the 

new compliance time would provide an 

acceptable level of safety. We have 

made no change to the AD in this 

regard. 

Request To Exclude Cargo-Only 

Airplanes 

The ATA, on behalf of its member 

UPS, asks that all cargo-only airplanes 

currently in operation be exempt from 

the NPRM requirements. ATA adds that 

these airplanes have significantly less 

exposure to flammable conditions in 

fuel tanks. UPS notes that changing the 

maintenance programs to add bonding 

checks will be sufficient to address the 

HSP issue in the existing cargo-only 

airplanes. UPS states that it does not 

object to new cargo-only airplanes 

having the HSP installed. 

We do not agree with the commenters’ 

request. The unsafe condition identified 

in this AD has been evaluated under the 

criteria established for conditions 

associated with fuel tank systems, as 

specified in the ‘‘Discussion’’ section of 

the NPRM. We determined that the 

actions identified in this AD are 

necessary to reduce the potential of 


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15324 Federal Register / Vol. 75, No. 59 / Monday, March 29, 2010 / Rules and Regulations 

ignition sources inside the center wing 

tank. The center wing tank has been 

identified as a high flammability tank 

under the Special Federal Aviation 

Regulation No. 88 (‘‘SFAR 88,’’ 

Amendment 21–78, and subsequent 

Amendments 21–82 and 21–83), fuel 

tank safety assessments, and the failure 

type and fuel tank exposure to 

flammable conditions were taken into 

consideration. The type of failure that is 

addressed in this AD cannot be 

mitigated by performing bonding 

checks. Cargo-only airplanes having the 

same design are still subject to the 

unsafe condition. We have made no 

change to the AD in this regard. 

UPS adds that the cost benefit 

(analysis) does not justify retrofit on 

current cargo airplanes. 

We infer that UPS means that the cost 

benefit (analysis) does not justify retrofit 

on current cargo airplanes; we do not 

agree. The data in the Costs of 

Compliance section (below) is limited 

only to the cost of actions actually 

required by the AD. The cost analysis in 

AD rulemaking actions does not include 

the costs of ‘‘on-condition’’ actions that 

are necessary when doing those oncondition actions. Regardless of AD 

direction, those actions would be 

required to correct an unsafe condition 

identified in an airplane and ensure 

operation of that airplane in an 

airworthy condition, as required by the 

Federal Aviation Regulations. Therefore, 

we have made no change to the AD in 

this regard. 

Clarification to Final Rule 

We have revised this final rule to 

identify the legal name of the 

manufacturer as published in the most 

recent type certificate data sheet for the 

affected airplane models. 

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. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per work 

hour to $85 per work hour. The Costs 

of Compliance information, below, 

reflects this increase in the specified 

hourly labor rate. 

Costs of Compliance 

We estimate that this AD affects 192 

airplanes of U.S. registry. The following 

table provides the estimated costs for 

U.S. operators to comply with this AD. 

ESTIMATED COSTS

Affected airplane groups/action Work hours Average labor 

rate per hour Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Group 1, Group 2, Configuration 

1, and Group 3, modification.

Between 4 and 

8.

$85 Between 

$11,377 and 

$14,376.

Between 

$11,717 and 

$15,056.

191 Between 

$2,237,947 

and 

$2,875,696. 

Group 4, replacement .................. 2 ....................... 85 None ................. 170 ................... 1 170. 

AWL revision ................................ 1 ....................... 85 None ................. 85 ..................... 192 16,320. 

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), 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 adding 

the following new AD: 

2010–06–10 The Boeing Company: 

Amendment 39–16234. Docket No. 

FAA–2008–0978; Directorate Identifier 

2008–NM–014–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective May 3, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

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

series airplanes, certificated in any category; 

as identified in Boeing Service Bulletin 767– 

28A0094, Revision 1, dated April 23, 2009. 


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Federal Register / Vol. 75, No. 59 / Monday, March 29, 2010 / Rules and Regulations 15325 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance (AMOC) 

according to paragraph (k) of this AD. The 

request should include a description of 

changes to the required inspections that will 

ensure the continued operational safety of 

the airplane. 

Unsafe Condition 

(d) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent the center tank 

fuel densitometer from overheating and 

becoming a potential ignition source inside 

the center fuel tank, which, in combination 

with flammable fuel vapors, could result in 

a center fuel tank explosion and consequent 

loss of the airplane. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Install Support Hardware and Modify 

Wiring of the Fuel Quantity Indicating 

System (FQIS) Densitometer; Replace Hot 

Short Protector (HSP) 

(f) Within 60 months after the effective 

date of this AD, do the actions specified in 

paragraphs (f)(1) and (f)(2) of this AD, as 

applicable, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–28A0094, Revision 1, 

dated April 23, 2009. 

(1) For Group 1 airplanes, Group 2 

airplanes, Configuration 1, and Group 3 

airplanes: Install support hardware and 

modify the interfacing wiring of the FQIS 

densitometer. 

(2) For Group 4 airplanes: Replace the 

existing HSP with a new HSP. 

Note 2: In Figure 9, Step 8, of the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–28A0094, Revision 1, 

dated April 23, 2009, the ground 

identification number is identified as 

GD19393S; however, the correct ground 

identification number is GD10393S. 

Credit for Service Information 

Accomplished Previously 

(g) Actions done before the effective date 

of this AD in accordance with Boeing Alert 

Service Bulletin 767–28A0094, dated 

November 20, 2007, are acceptable for 

compliance with the requirements of 

paragraph (f) of this AD. 

Airworthiness Limitations (AWL) Revision 

(h) Concurrently with accomplishing the 

actions required by paragraph (f) of this AD, 

revise the AWL section of the Instructions for 

Continued Airworthiness by incorporating 

AWL No. 28–AWL–22 into the Boeing 767 

Maintenance Planning Data (MPD) 

Document, D622T001–9, Section 9, Revision 

May 2009. 

No Alternative Critical Design Configuration 

Control Limitations (CDCCL) 

(i) After the actions specified in paragraph 

(h) of this AD have been accomplished, no 

alternative CDCCL for AWL No. 28–AWL–22 

may be used, unless the CDCCL is approved 

as an AMOC in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

Terminating Action for AWL Revision 

(j) Incorporating AWL No. 28–AWL–22 

into the AWL section of the Instructions for 

Continued Airworthiness in accordance with 

paragraph (g)(2) of AD 2008–11–01, 

amendment 39–15523, terminates the action 

required by paragraph (h) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(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. Send information to ATTN: 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

1601 Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6482; fax 

(425) 917–6590. Or, e-mail information to 9- 

ANM-Seattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Material Incorporated by Reference 

(l) You must use Boeing Service Bulletin 

767–28A0094, Revision 1, dated April 23, 

2009; and AWL No. 28–AWL–22 of the 

Boeing 767 Maintenance Planning Data 

(MPD) Document, D622T001–9, Section 9, 

Revision May 2009; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. The Boeing 767 MPD 

Document, D622T001–9, Section 9, Revision 

May 2009, contains the following effective 

pages: 

LIST OF EFFECTIVE PAGES

Page title/description Page No(s). Revision Date shown 

on page(s) 

Title Page, MPD Section 9 .................................................... 9.0–1 ......................... May 2009 .............................................. May 2009. 

9.0–2 ......................... None Shown * ....................................... None Shown.*

Table of Contents, MPD Section 9 ....................................... 9.0–3 ......................... May 2009 .............................................. May 2009. 

9.0–4 ......................... None Shown * ....................................... None Shown.*

Revisions, MPD Section 9 .................................................... 9.0–5—9.0–14 ........... May 2009 .............................................. May 2009. 

List of Effective Pages, MPD Section 9 ................................ 9.0–15 ....................... May 2009 .............................................. May 2009. 

9.0–16 ....................... None Shown * ....................................... None Shown.*

AWL No. 28–AWL–22 ........................................................... 9.0–85 ....................... April 2008 .............................................. April 2008. 

* The dates shown on the pages of Boeing 767 MPD Document D622T001–9, Revision May 2009, are the revision level of those pages. 

Pages 9.0–2, 9.0–4, and 9.0–16 of Boeing 767 MPD Document D622T001–9, Revision May 2009, are intentionally not dated. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1, fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 4, 

2010. 

Suzanne Masterson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–5856 Filed 3–26–10; 8:45 am] 

BILLING CODE 4910–13–P 


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