34656 Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 

any category, without a Boeing Sky Interior 

(BSI). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25, Equipment/furnishings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

passenger service units (PSUs) becoming 

detached from the supporting airplane 

structure in several Model 737 series 

airplanes during survivable accidents. The 

FAA is issuing this AD to address PSUs and 

life vest panels detaching from the 

supporting airplane structure, which could 

lead to passenger injuries and impede 

passenger and crew egress during evacuation. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Within 60 months after April 8, 2019 (the 

effective date of AD 2019–03–26), do all 

applicable actions identified as ‘‘RC’’ 

(required for compliance) in, and in 

accordance with, the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–25–1707, Revision 2, 

dated July 27, 2020. 

(h) Parts Installation Prohibition 

As of the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD, no 

person may install on any airplane a PSU or 

life vest panel, unless the lanyard assembly 

has been modified (secondary retention 

features added) or re-identified, as 

applicable, as required by paragraph (g) of 

this AD. 

(1) For airplanes that have PSUs or life vest 

panels without the secondary retention 

features installed: After modification or reidentification, as applicable, of the airplane 

as required by paragraph (g) of this AD. 

(2) For airplanes that have PSUs or life vest 

panels with the secondary retention features 

installed: As of the effective date of this AD. 

(i) 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. 

(4) AMOCs approved for AD 2019–03–26 

are approved as AMOCs for the 

corresponding provisions of Boeing Special 

Attention Service Bulletin 737–25–1707, 

Revision 2, dated July 27, 2020, that are 

required by paragraph (g) of this AD. 

(j) Related Information 

(1) For more information about this AD, 

contact Tony Koung, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3985; email: 

tony.koung@faa.gov. 

(2) 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. You may view this 

referenced 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. 

Issued on June 14, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–13931 Filed 6–29–21; 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] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain The Boeing Company Model 

787–8, 787–9, and 787–10 airplanes. 

This proposed 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 proposed AD would 

require repetitive lubrications of the left 

and right MLG truck beam and inner 

cylinder pivot joint, reviewing the 

maintenance program documentation to 

verify certain lubrication tasks are 

incorporated, doing repetitive 

inspections of the MLG inner cylinder 

pivot pins and inner cylinder bushings 

of the MLG truck beam and inner 

cylinder joint for any friction, heat 

damage, excessive wear, cracking and 

smearing of bushing material, and 

applicable on-condition actions. The 

FAA is proposing this AD to address the 

unsafe condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by August 16, 

2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, 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 referenced 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 on the internet 

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 

NPRM, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

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 


jbell on DSKJLSW7X2PROD with PROPOSALS
Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 34657 

fax: 206–231–3528; email: 

allen.rauschendorfer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2021–0457; Project Identifier AD– 

2020–01461–T’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to 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. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

The FAA has received a report 

indicating 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. The 

pins exhibited cracking of the high 

velocity oxygen fuel (HVOF) tungsten 

carbide-cobalt-chrome coating. Removal 

of the outer diameter coating disclosed 

cracking of the custom 465 CRES 

substrate. The cause of the cracking was 

determined to be heat damage due to inservice friction. This condition, if not 

addressed, could result in a fractured 

pivot pin, which could 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. 

FAA’s Determination 

The FAA is issuing this NPRM after 

determining that the unsafe condition 

described previously is likely to exist or 

develop on other products of the same 

type design. 

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 beam and inner 

cylinder pivot joint with MIL–PRF– 

32014 grease, reviewing the 

maintenance program documentation to 

verify that it includes lubrication tasks 

for the left and right MLG truck beam 

and inner cylinder pivot joint with 

MIL–PRF–32014 grease, repetitive 

detailed and fluorescent penetrant 

inspections (FPI) of the left and right 

MLG pivot pin outer diameter (OD) 

surface for any friction and heat 

damage, repetitive detailed inspections 

of the left and right MLG inner cylinder 

bushing inner diameter (ID) surface for 

any 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 beam and inner 

cylinder pivot joint with MIL–PRF– 

32014 grease, detailed and FPI 

inspections on the inner cylinder lug 

bore for any 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 repair. 

The service information also specifies 

terminating actions for the repetitive 

inspections. The terminating actions 

include the installation of certain parts 

and incorporation of the lubrications 

tasks into the maintenance program. 

The FAA also reviewed Boeing 787 

Certification Maintenance Requirements 

(CMRs), D011Z009–03–03, dated June 

2020. This service information specifies 

procedures for, among other actions, for 

CMR item number 32–CMR–01, to 

lubricate 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. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would require 

accomplishing the actions specified in 

the service information already 

described except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD. For 

information on the procedures and 

compliance times, see this service 

information at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0457. 

Boeing Alert Requirements Bulletin 

B787–81205–SB320045–00 RB, Issue 

001, dated November 9, 2020, specifies 

updating the maintenance program to 

incorporate lubrication tasks for the left 

and right MLG truck beam and inner 

cylinder pivot joint with MIL–PRF– 

32014 grease. Operators have different 

methods of updating the maintenance 

program. If operators want to terminate 

the repetitive lubrications required by 

paragraph (g) of this AD, only revising 

the maintenance or inspection program, 

as applicable, to incorporate 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, is 

terminating action. 

This proposed AD includes an 

optional action that would include 

revisions to certain operator 

maintenance documents to include new 

actions (e.g., inspections). Compliance 

with these actions is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired 

in the areas addressed by this proposed 

AD, the operator may not be able to 

accomplish the actions 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 according to 

paragraph (l) of this proposed AD. 


jbell on DSKJLSW7X2PROD with PROPOSALS
34658 Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 

Explanation of Requirements Bulletin 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directive Implementation Aviation 

Rulemaking Committee (AD ARC), to 

enhance the AD system. One 

enhancement is a process for annotating 

which steps in the service information 

are ‘‘required for compliance’’ (RC) with 

an AD. Boeing has implemented this RC 

concept into Boeing service bulletins. 

In an effort to further improve the 

quality of ADs and AD-related Boeing 

service information, a joint process 

improvement initiative was worked 

between the FAA and Boeing. The 

initiative resulted in the development of 

a new process in which the service 

information more clearly identifies the 

actions needed to address the unsafe 

condition in the ‘‘Accomplishment 

Instructions.’’ The new process results 

in a Boeing Requirements Bulletin, 

which contains only the actions needed 

to address the unsafe condition (i.e., 

only the RC actions). 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 131 

airplanes of U.S. registry. The FAA 

estimates the following costs to comply 

with this proposed 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 proposed inspection. 

The agency has no way of determining 

the number of aircraft that might need 

these on-condition actions: 

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 proposed AD. 

For the optional action to revise the 

maintenance or inspection program by 

incorporating CMR item number 32– 

CMR–01, as applicable, 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 proposed 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 

The FAA determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 


jbell on DSKJLSW7X2PROD with PROPOSALS
Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 34659 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

The Boeing Company: Docket No. FAA– 

2021–0457; Project Identifier AD–2020– 

01461–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by August 16, 

2021. 

(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. 

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 

Task,’’ 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 

(1) 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. 

(2) 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. You may view this 

referenced 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. 


jbell on DSKJLSW7X2PROD with PROPOSALS
34660 Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 

Issued on June 6, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–13932 Filed 6–29–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0503; Project 

Identifier AD–2021–00163–T] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2005–05–18, which applies to certain 

The Boeing Company Model 737–600, 

–700, –700C, –800, and –900 series 

airplanes. AD 2005–05–18 requires 

repetitive inspections for cracking of the 

webs of the aft pressure bulkhead at a 

certain body station, and corrective 

action if necessary. Since the FAA 

issued AD 2005–05–18, cracking was 

found in that inspection area on 

airplanes not identified in the 

applicability of AD 2005–05–18. This 

proposed AD would retain the 

requirements of AD 2005–05–18, revise 

the applicability to include additional 

airplanes, and add an inspection for 

existing repairs on the newly added 

airplanes. The FAA is proposing this 

AD to address the unsafe condition on 

these products. 

DATES: The FAA must receive comments 

on this proposed AD by August 16, 

2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, 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– 

0503. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0503; 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 

NPRM, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

Airframe Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3524; email: wayne.lockett@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2021–0503; Project Identifier AD– 

2021–00163–T’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend the proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this proposed 

AD. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Wayne Lockett, 

Aerospace Engineer, Airframe Section, 

FAA, Seattle ACO Branch, 2200 South 

216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3524; email: 

wayne.lockett@faa.gov. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

The FAA issued AD 2005–05–18, 

Amendment 39–14007 (70 FR 12410, 

March 14, 2005) (AD 2005–05–18), for 

certain The Boeing Company Model 

737–600, –700, –700C, –800, and –900 

series airplanes. AD 2005–05–18 was 

prompted by a report of cracks found, 

during fatigue testing, at several of the 

fastener rows in the web lap splices at 

the dome apex of the aft pressure 

bulkhead. AD 2005–05–18 requires 

repetitive detailed, low frequency eddy 

current (LFEC), and high frequency 

eddy current (HFEC) inspections for 

cracking of the webs of the aft pressure 

bulkhead at body station (BS) 1016, and 

corrective action if necessary. The FAA 

issued AD 2005–05–18 to detect and 

correct fatigue cracks in the webs of the 

aft pressure bulkhead, which could 

result in rapid decompression of the 

airplane. 

Actions Since AD 2005–05–18 Was 

Issued 

Since the FAA issued AD 2005–05– 

18, cracking has been found at apex 

webs on airplanes outside the 

applicability of AD 2005–05–18, which 

includes line numbers 1 through 1166 

inclusive. Line numbers 1167 through 

1755 inclusive, which are included in 

this proposed AD, use a revised fastener 

pattern in the 0.032-inch webs that was 

intended to correct the cracking 

addressed by AD 2005–05–18. During 

the assembly process on line numbers 

1167 through 1755, the fasteners in the 

apex dome region are subjected to 


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