Document ID: FAA-2011-0044-0008
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: The Boeing Company Model 767-200, -300, -300F, and -400ER Series Airplanes
Posted Date: 2012-05-07T04:00Z

[Federal Register Volume 77, Number 88 (Monday, May 7, 2012)]
[Rules and Regulations]
[Pages 26663-26667]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-10570]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0044; Directorate Identifier 2010-NM-059-AD; 
Amendment 39-17039; AD 2012-09-04]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Model 767-200, -300, 
-300F, and -400ER Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding an existing airworthiness directive (AD) 
that applies to The Boeing Company Model 767-200, -300, and -300F 
series airplanes. That AD currently requires inspections to detect 
cracking or corrosion of the fail-safe straps between the side fitting 
of the rear spar bulkhead at body station 955 and the skin; and follow-
on and corrective actions. This new AD expands the applicability; and 
adds an inspection for cracking in the fail-safe strap, and repair or 
replacement if necessary. This AD was prompted by additional reports of 
cracks in 51 fail-safe straps on 41 airplanes; we have also received a 
report of a crack found in the ``T'' fitting that connects the fail-
safe strap to the outboard edge of the pressure deck. We are issuing 
this AD to detect and correct fatigue cracking or corrosion of the 
fail-safe straps and the ``T'' fittings, which could result in cracking 
of adjacent structure and consequent reduced structural integrity of 
the fuselage.

DATES: This AD is effective June 11, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of June 11, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain other publications listed in this AD as of 
November 1, 2004 (69 FR 57636, September 27, 2004, as referenced in 70 
FR 58000, October 5, 2005).

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1, fax 206-766-5680; email me.boecom@boeing.com; 
Internet https://www.myboeingfleet.com. You may review copies of the 
referenced service information at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue SW., Renton, Washington 98057-3356. For 
information on the availability of this material at the FAA, call 425-
227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Berhane Alazar, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6577; fax: 425-917-6590; email: berhane.alazar@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2004-19-06 R1, amendment 39-14313 (70 FR 58000, 
October 5, 2005). That AD applies to The Boeing Company Model 767-200, 
-300, and -300F series airplanes. The NPRM published in the Federal 
Register on February 24, 2011 (76 FR 10288). That NPRM proposed to 
continue to require inspections to detect cracking or corrosion of the 
fail-safe straps between the side fitting of the rear spar bulkhead at 
body station 955 and the skin; and follow-on and corrective actions. 
That NPRM also proposed to expand the applicability, and add an 
inspection for cracking in the fail-safe strap, and repair or 
replacement if necessary.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
and the FAA's response to each comment.

Request To Add Airplanes to Applicability

    Aviation Partners Boeing (APB) asked that we include airplanes in 
the NPRM (76 FR 10288, February 24, 2011) that have been modified with 
winglets, in accordance with Supplemental Type Certificate (STC) 
ST01920SE. APB stated that it completed an analysis of Boeing Alert 
Service Bulletin 767-53A0100, Revision 2, dated January 15, 2010, and 
determined that the defined rework limits are valid when winglets are 
installed. APB added that including these airplanes will reduce the 
effort to support requests for alternative methods of compliance 
(AMOCs) to the NPRM.
    We acknowledge APB's request to include airplanes modified with 
winglets in accordance with the referenced STC in the applicability of 
this AD. We received an analysis package from APB which verifies that 
the compliance information included in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010, is adequate to provide 
an acceptable level of safety for airplanes equipped with those 
winglets. Those airplanes are listed in the effectivity section of 
Revision 2 of this service bulletin, which is identified in the 
applicability section of this AD. We have not changed the AD in this 
regard. However, since the referenced STC does not affect 
accomplishment of the requirements of this AD, we have clarified that 
an AMOC is not necessary for these airplanes by adding this provision 
in new Note 1 to paragraph (c) of this AD. We have also reidentified 
subsequent notes.

Request To Change Supplementary Information Section of NPRM

    Boeing noted that in the Supplementary Information section of the 
NPRM (76 FR 10288, February 24, 2011), there is an error under 
``Actions Since Existing AD Was Issued.'' Boeing asked for a correction 
to the ``flight cycles'' data in the sentence ``Fail-safe straps were 
repaired on 33 airplanes with total accumulated flight cycles ranging 
from 39,886 to 89,236.'' Boeing stated that the correct flight cycles 
range is ``9,250 to 38,490,'' and the correct flight hours range is 
``39,886 to 89,236,'' as published in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010.
    We agree with Boeing that there is an error in the number of flight 
cycles specified under ``Actions Since Existing AD Was Issued;'' the 
correct number of flight cycles was inadvertently omitted

[[Page 26664]]

from the NPRM (76 FR 10288, February 24, 2011). However, since that 
section of the preamble does not reappear in the final rule, no change 
to the AD has been made in this regard.

Request To Change the Unsafe Condition

    Boeing asked that we enhance the clarity of the unsafe condition 
that is given as the reason for issuing the NPRM (76 FR 10288, February 
24, 2011) because the ``T'' fittings should not be included in the 
unsafe condition. Boeing noted that the proposed actions are for 
detecting and repairing corrosion or cracking of the fail-safe straps. 
Boeing added that inspections of the ``T'' fitting were added to 
Revision 2, dated January 15, 2010, of Boeing Alert Service Bulletin 
767-53A0100, so that a removed/kept ``T'' fitting would be installed in 
a condition that contains no detectable damage around the three 
fastener holes that connect to the fail-safe strap. Boeing stated that 
the inspections are intended only to increase damage detection prior to 
installation of a kept ``T'' fitting.
    We agree that emphasizing the fail-safe strap is the main issue in 
this AD; however, we do not agree that the unsafe condition should be 
changed to remove the reference to the ``T'' fittings. Some ``T'' 
fitting cracks have been reported since issuance of the existing AD, as 
noted in Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated 
January 15, 2010; therefore, the ``T'' fitting is part of the unsafe 
condition. We have not changed this AD in this regard.

Request To Change Paragraph (k) of This AD

    Continental Airlines (CAL) asked that we change paragraph (k) of 
the NPRM (76 FR 10288, February 24, 2011) to include contacting Boeing 
with corrosion damage details to obtain further repair instructions 
and/or approval. CAL stated that paragraph (k) of the NPRM requires 
that the corrosion on the fail-safe straps be repaired in accordance 
with the Accomplishment Instructions of Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010. CAL added that 
paragraph 3.B.7 of the Accomplishment Instructions specifies that if 
corrosion is found on the fail-safe straps, it should be removed as 
given in Chapter 51-10-02 of the Boeing 767 Structural Repair Manual 
(SRM). CAL noted that it did not find any information pertaining to the 
fail-safe straps when reviewing the SRM for the correct rework limits. 
CAL believes the corrosion removal instructions are incomplete.
    We agree that corrosion removal instructions specified in Chapter 
51-10-02 of the SRM do not specifically identify how to blend out 
corrosion on the fail-safe straps. That chapter contains general 
procedures for repairing corrosion (which apply to the fail-safe 
straps), which include inspection, repair, and rework limits but does 
not contain specific procedures for removing corrosion from fail-safe 
straps.
    We have received Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012. That revision removes the reference to the SRM 
in Step 3.B.7., and instead specifies to contact Boeing for repair 
instructions. Therefore we have revised paragraph (k) of this AD to 
specify that where Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, specifies to contact Boeing for repair, this AD 
requires repair using a method approved in accordance with paragraph 
(o) of this AD.
    Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012, also adds notes and revised steps to provide flexibility and 
revised figures to correct errors. These changes include revising a 
Standard Operating Practices Manual (SOPM) reference to specify SOPM 
20-20-00, adding a fastener code to Figure 28 that was omitted, and 
revising cable identification labels in Figures 32 and 34. We have 
revised this AD to refer to Boeing Service Bulletin 767-53A0100, 
Revision 3, dated February 6, 2012, as the appropriate source of 
service information for accomplishing the required actions. We have 
added Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated 
January 15, 2010, to paragraph (n) of this AD to give credit for doing 
actions before the effective date of this AD, using that revision.

Request To Change Certain References in the Service Information

    CAL asked that certain references in Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010, be changed, as 
follows:
    CAL stated that the use of the procedures in the Standard Wiring 
Practices Manual, Section 20-20-00, should be allowed for the 
resistance check of bonding fasteners during the panel installation. 
CAL stated that the standard operating manual reference specified in 
the resistance check of bonding fasteners during the panel installation 
does not provide the maximum resistance value.
    CAL noted that Figure 28 of the Accomplishment Instructions of 
Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated January 
15, 2010, which identifies Fastener Code ``B,'' is missing from the top 
corner of the panel.
    CAL also noted that the circle control numbers identified in 
Figures 32 and 34 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 767-53A0100, Revision 2, dated January 15, 2010, do 
not match the aileron control cables and work instructions. CAL stated 
that the control cable turnbuckle body station locations are reversed.
    We acknowledge the commenter's concerns regarding the referenced 
figures and SOPM. The actions specified in the SOPM and those figures 
are only referred to in the service bulletin for optional guidance. As 
stated previously, Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, corrects these errors. We have made no change 
to the AD in this regard.

Explanation of Additional Changes Made to This AD

    We have made the following changes to this AD:
     Revised certain headers throughout this AD.
     Redesignated Note 2 of the NPRM (76 FR 10288, February 24, 
2011) as paragraph (g)(3) in this AD, and redesignated subsequent notes 
accordingly.
     Revised the heading for and wording of paragraph (n) of 
this AD; this change has not changed the intent of that paragraph.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously--and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (76 FR 10288, February 24, 2011) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (76 FR 10288, February 24, 2011).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

    We estimate that this AD will affect 390 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this AD:

[[Page 26665]]

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                               Parts                             Cost on U.S.
              Action                       Labor cost           cost     Cost per product         operators
----------------------------------------------------------------------------------------------------------------
Inspection for Model 767-200, -    2 work-hours x $85 per          $0  $170 per inspection   $60,180 per
 300, and -300F airplanes           hour = $170 per                     cycle.                inspection cycle.
 (retained actions from AD          inspection cycle.
 2004[dash]19-06 R1, Amendment
 39[dash]14313 (70 FR 58000,
 October 5, 2005)).
New inspections for all airplanes  2 work-hours x $85 per           0  $170 per inspection   $66,300 per
 (new action).                      hour = $170 per                     cycle.                inspection cycle.
                                    inspection cycle.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs/
replacements that would be required based on the results of the 
inspection. We have no way of determining the number of aircraft that 
might need these repairs/replacements:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
               Action                         Labor cost                Parts cost           Cost per product
----------------------------------------------------------------------------------------------------------------
Repair or replacement, Groups 1-7,   295 work-hours x $85 per     Between $9,054 and      Between $34,129 and
 10, and 11 airplanes.                hour = $25,075.              $15,837.                $40,912.
Repair or replacement, Groups 8 and  297 work hours x $85 per     Between $32,593 and     Between $57,838 and
 9 airplanes.                         hour = $25,245.              $32,727.                $57,972.
----------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. Subtitle VII: Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701: ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing airworthiness directive (AD) 
2004-19-06 R1, Amendment 39-14313 (70 FR 58000, October 5, 2005), and 
adding the following new AD:

2012-09-04 The Boeing Company: Amendment 39-17039; Docket No. FAA-
2011-0044; Directorate Identifier 2010-NM-059-AD.

(a) Effective Date

    This AD is effective June 11, 2012.

(b) Affected ADs

    This AD supersedes AD 2004-19-06 R1, Amendment 39-14313 (70 FR 
58000, October 5, 2005).

(c) Applicability

    This AD applies to Model 767-200, -300, -300F, and -400ER series 
airplanes, certificated in any category; as identified in Boeing 
Service Bulletin 767-53A0100, Revision 3, dated February 6, 2012.

    Note 1 to paragraph (c) of this AD:  Supplemental Type 
Certificate (STC) ST01920SE (http://rgl.faa.gov/Regulatory--and--
Guidance--Library/rgstc.nsf/0/082838ee177dbf62862576a4005cdfc0/
$FILE/ST01920SE.pdf) does not affect the ability to accomplish the 
actions required by this AD. Therefore, for airplanes on which STC 
ST01920SE is installed, a ``change in product'' alternative method 
of compliance (AMOC) approval request is not necessary to comply 
with the requirements of 14 CFR 39.17. For all other AMOC requests, 
the operator must request approval for an AMOC according to 
paragraph (o) of this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by additional reports of cracks in 51 fail-
safe straps on 41 airplanes; we have also received a report of a 
crack found in the ``T'' fitting that connects the fail-safe strap 
to the outboard edge of the pressure deck. We are issuing this AD to 
detect and correct fatigue cracking or corrosion of the fail-safe 
straps and the ``T'' fittings, which could result in cracking of 
adjacent structure and consequent reduced structural integrity of 
the fuselage.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

[[Page 26666]]

(g) Retained Inspections and Follow-on/Corrective Actions With New 
Service Information

    These inspection requirements are retained from AD 2004-19-06 
R1, Amendment 39-14313 (70 FR 58000, October 5, 2005). For Model 
767-200, -300, and -300F series airplanes having line numbers 1 
through 931 inclusive: Except as provided by paragraph (h) of this 
AD, prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after November 1, 2004 (the effective 
date of AD 2004-19-06 R1, Amendment 39-14313, 70 FR 58000, October 
5, 2005), whichever occurs later, perform a detailed inspection and 
eddy current inspection to detect cracking or corrosion of the fail-
safe straps between the side fitting of the rear spar bulkhead at 
body station (BS) 955 and the skin, per Figure 2 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
53A0100, dated September 26, 2002; Boeing Alert Service Bulletin 
767-53A0100, Revision 2, dated January 15, 2010; or Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012. As of the 
effective date of this AD, use only Boeing Alert Service Bulletin 
767-53A0100, Revision 3, dated February 6, 2012. Doing the 
inspections required by paragraph (i) of this AD terminates the 
requirements of this paragraph.
    (1) If no crack or corrosion is found, repeat the inspections 
thereafter at intervals not to exceed 6,000 flight cycles or 36 
months, whichever occurs first, until paragraph (i) of this AD is 
done.
    (2) If any crack or corrosion is found, before further flight, 
repair per a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA; or using a method approved in 
accordance with paragraph (o) of this AD.
    (3) For the purposes of this AD, a detailed inspection is: ``An 
intensive examination of a specific item, installation, or assembly 
to detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at an 
intensity deemed appropriate. Inspection aids such as mirror, 
magnifying lenses, etc., may be necessary. Surface cleaning and 
elaborate procedures may be required.''

(h) Retained Inspections and Follow-on/Corrective Actions

    These inspection requirements are retained from AD 2004-19-06 
R1, Amendment 39-14313 (70 FR 58000, October 5, 2005). For airplanes 
identified in paragraph (g) of this AD on which the fail-safe strap 
has been replaced before November 1, 2004: Do the actions required 
by paragraph (g) of this AD within 12,000 flight cycles after 
accomplishing the replacement.

    Note 2 to paragraph (h) of this AD:  Steps 2 and 8 of the Work 
Instructions of Boeing Alert Service Bulletin 767-53A0100, dated 
September 26, 2002, refer incorrectly to Boeing 767 Airplane 
Maintenance Manual (AMM) 32-00-20 for guidance on opening the MLG 
doors; the correct reference is Boeing 767 AMM 32-00-15, which is 
referred to in steps 3 and 7 of the Work Instructions. Step 2 also 
should state ``Open Main Landing Gear (MLG) doors'' instead of 
``Open Main Landing Green (MLG) doors.''

(i) New Repetitive Detailed and Eddy Current Inspections

    Prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later: Perform detailed and eddy current 
inspections to detect cracking and/or corrosion of the fail-safe 
straps between the side fitting of the rear spar bulkhead at BS 955 
and the skin, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012. If no crack or corrosion is found, repeat the inspections 
thereafter at intervals not to exceed 6,000 flight cycles or 36 
months, whichever occurs first. Accomplishing the actions required 
by this paragraph ends the requirements of paragraphs (g) and (g)(1) 
of this AD.

(j) New Repetitive Ultrasonic Inspections

    Prior to the accumulation of 15,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later: Do an ultrasonic inspection of the fail-safe 
strap for cracking, and all applicable related investigative 
actions, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012. Do all applicable related investigative actions before further 
flight. If no crack is found, repeat the inspection thereafter at 
intervals not to exceed 6,000 flight cycles or 36 months, whichever 
occurs first.

(k) New Corrective Actions

    If any corrosion is found during any inspection required by 
paragraph (i) of this AD: Before further flight, repair the 
corrosion, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012; except where Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, specifies to contact Boeing for repair, 
before further flight, repair using a method approved in accordance 
with paragraph (o) of this AD.

(l) New Corrective Actions

    If any crack is found during any inspection required by 
paragraph (i) or (j) of this AD: Before further flight, repair in 
accordance with the Accomplishment Instructions of Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012; except 
where Boeing Service Bulletin 767-53A0100, Revision 3, dated 
February 6, 2012, specifies to contact Boeing for appropriate 
action, before further flight, repair using a method approved in 
accordance with the procedures specified in paragraph (o) of this 
AD. Accomplishing the fail-safe strap trim repair in accordance with 
Boeing Service Bulletin 767-53A0100, Revision 3, dated February 6, 
2012, ends the repetitive inspections required by paragraphs (i) and 
(j) of this AD only on the side of the airplane where the repair was 
done. Replacing the fail-safe strap with a replacement strap that 
has the revised edge configuration in accordance with Boeing Service 
Bulletin 767-53A0100, Revision 3, dated February 6, 2012, ends the 
repetitive inspections required by paragraphs (i) and (j) of this AD 
only on the side of the airplane where the replacement was done.

(m) New Post-Replacement Inspections

    For any replacement strap that does not have a revised edge 
configuration, as specified in Boeing Service Bulletin 767-53A0100, 
Revision 3, dated February 6, 2012: Within 12,000 flight cycles 
after doing the replacement, accomplish the inspections required by 
paragraphs (i) and (j) of this AD. Repeat the inspections thereafter 
at intervals not to exceed 6,000 flight cycles or 36 months, 
whichever occurs first. Replacing the fail-safe strap with a 
replacement strap that has the revised edge configuration in 
accordance with Boeing Service Bulletin 767-53A0100, Revision 3, 
dated February 6, 2012, ends the repetitive inspections required by 
paragraphs (i) and (j) of this AD only on the side of the airplane 
where the replacement was done.

(n) New Credit for Previous Actions

    This paragraph provides credit for actions required by 
paragraphs (g) through (m) of this AD, if those actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 767-53A0100, Revision 1, dated August 11, 2006; or 
Boeing Alert Service Bulletin 767-53A0100, Revision 2, dated January 
15, 2010.

(o) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. In accordance with 14 CFR 39.19, send your request to your 
principal inspector or local Flight Standards District Office, as 
appropriate. If sending information directly to the manager of the 
ACO, send it to the attention of the person identified in the 
Related Information section of this AD. Information may be emailed 
to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Seattle ACO, to make 
those findings. For a repair method to be approved, the repair must 
meet the certification basis of the airplane and 14 CFR 25.571, 
Amendment 45, and the approval must specifically refer to this AD.
    (4) AMOCs approved for AD 2004-19-06, Amendment 39-13800 (69 FR 
57636, September 27, 2004); and AD 2004-19-06 R1, Amendment 39-14313 
(70 FR 58000, October 5, 2005); are approved as AMOCs for paragraphs 
(g) and (h) of this AD, as applicable.

(p) Related Information

    For more information about this AD, contact Berhane Alazar, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle

[[Page 26667]]

ACO, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
(425) 917-6577; fax: (425) 917-6590; email: berhane.alazar@faa.gov.

(q) Material Incorporated by Reference

    (1) You must use the following service information to do the 
actions required by this AD, unless the AD specifies otherwise. The 
Director of the Federal Register approved the incorporation by 
reference (IBR) under 5 U.S.C. 552(a) and 1 CFR part 51 of the 
following service information on the date specified.
    (i) Boeing Service Bulletin 767-53A0100, Revision 3, dated 
February 6, 2012, approved for IBR June 11, 2012.
    (ii) Boeing Alert Service Bulletin 767-53A0100, Revision 2, 
dated January 15, 2010, approved for IBR June 11, 2012.
    (iii) Boeing Alert Service Bulletin 767-53A0100, dated September 
26, 2002; approved for IBR November 1, 2004 (69 FR 57636, September 
27, 2004, as referenced in 70 FR 58000, October 5, 2005).
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 
206-544-5000, extension 1; fax 206-766-5680; email 
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
    (3) You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, Washington. For information on the availability of this 
material at the FAA, call 425-227-1221.
    (4) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr_locations.html.

    Issued in Renton, Washington on April 23, 2012.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-10570 Filed 5-4-12; 8:45 am]
BILLING CODE 4910-13-P