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

[Federal Register Volume 75, Number 23 (Thursday, February 4, 2010)]
[Rules and Regulations]
[Pages 5677-5681]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-2192]



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Federal Register / Vol. 75, No. 23 / Thursday, February 4, 2010 / 
Rules and Regulations

[[Page 5677]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0031; Directorate Identifier 2009-NM-266-AD; 
Amendment 39-16192; AD 2010-03-08]
RIN 2120-AA64


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

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD) that applies to certain Model 767-200, -300, and -300F series 
airplanes. The existing AD currently requires repetitive detailed and 
eddy current inspections to detect cracks or corrosion of certain 
midspar fuse pins, and corrective actions if necessary. That AD also 
provides optional terminating action, which ends the repetitive 
inspections. This new AD requires reduced intervals for certain 
repetitive inspections. This AD results from a report of a fractured 
midspar fuse pin. We are issuing this AD to prevent loss of the strut 
and engine due to corrosion damage and cracking of both fuse pins on 
the same strut.

DATES: This AD becomes effective February 19, 2010.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of February 19, 
2010.
    The Director of the Federal Register previously approved the 
incorporation by reference of a certain publication listed in the AD as 
of March 5, 2001 (66 FR 8085, January 29, 2001).
    The Director of the Federal Register previously approved the 
incorporation by reference of a certain other publication listed in the 
AD as of October 17, 2000 (65 FR 58641, October 2, 2000).
    We must receive any comments on this AD by March 22, 2010.

ADDRESSES: You may send comments by any of the following methods:
    <bullet> Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> 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.
    <bullet> Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    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 [email protected]; 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 street address for 
the Docket Office (telephone 800-647-5527) is in the ADDRESSES section. 
Comments will be available in the AD docket shortly after receipt.

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; telephone (425) 
917-6577; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Discussion

    On January 22, 2003, we issued AD 2003-03-02, amendment 39-13026 
(68 FR 4374, January 29, 2003). That AD applies to certain Model 767-
200, -300, and -300F airplanes. That AD requires repetitive detailed 
and eddy current inspections to detect cracks and corrosion of certain 
midspar fuse pins, and corrective actions if necessary. That AD also 
provides optional terminating action, which ends the repetitive 
inspections. That AD resulted from a report of a fractured outboard 
midspar fuse pin (part number (P/N) 311T3102-1) of the left engine 
pylon, which was found during a scheduled maintenance visit. The fuse 
pin also had corrosion on the pin and within the bore. The actions 
specified in that AD are intended to prevent loss of the strut and 
engine due to corrosion damage and cracking of both fuse pins on the 
same strut.

Actions Since AD Was Issued

    Since we issued that AD, we received a report that a fractured 
midspar fuse pin was found on a Model 767-300 airplane with CF6-80C2 
engines. The airplane had accumulated 16,054 flight cycles and neither 
Boeing Service Bulletin 767-54-0069 (required by AD 2000-19-09, 
amendment 39-11910; AD 2001-02-07, amendment 39-12091; and AD 2001-06-
12, amendment 39-12159) nor Boeing Service Bulletin 767-54-0081 
(required by AD 2001-06-12) had been incorporated. (ADs 2001-02-07 and 
2001-06-12 have been superseded by AD 2004-16-12, amendment 39-13768.) 
The fractured midspar fuse pin was found during routine maintenance on 
the outboard side of the number one pylon, prior to the next scheduled 
midspar fuse pin inspection in accordance with Boeing Alert Service 
Bulletin 767-54A0062, Revision 5, dated November 11, 2002 (referenced 
in AD 2003-03-02). Further inspection revealed a cracked midspar fuse 
pin on the inboard side of the number one pylon. Subsequent inspection 
of both midspar fuse pins revealed discrepant circumferential machining 
grooves on the fuse pin main bore surface, in addition to longitudinal 
cracks. In addition, eddy current inspection of the midspar fuse pins 
in accordance with the requirements of Revision 5 of this service 
bulletin will not reveal the maximum allowable roughness of the fuse 
pin main bore surface. Metallurgical analysis determined the fuse pin 
fracture or crack origins coincided with the discrepant

[[Page 5678]]

machining groove locations, in all cases. Stresses due to pin 
ovalization contributed to the longitudinal cracking of the midspar 
fuse pins.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009. The service bulletin describes 
procedures similar to those in Boeing Alert Service Bulletin 767-
54A0062, Revision 5, dated November 11, 2002 (referred to in AD 2003-
03-02 as a method of accomplishing the required actions), but with 
reduced repetitive inspection intervals. Revision 6 of this service 
bulletin does provide optional corrective actions for certain 
conditions; a repair of the midspar fuse pin may be done instead of 
replacing the pin. The repair includes contacting Boeing for repair 
instructions and doing the repair. Revision 6 of this service bulletin 
also revises the corrective actions for corrosion by basing the 
condition on corrosion found on a non-critical surface or any surface 
other than a non-critical surface.

FAA's Determination and Requirements of This AD

    The unsafe condition described previously is likely to exist or 
develop on other airplanes of the same type design. For this reason, we 
are issuing this AD to supersede AD 2003-03-02. This new AD retains 
certain requirements of the existing AD. This AD also reduces intervals 
for repeat inspections and requires accomplishing the actions specified 
in Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated 
November 5, 2009, described previously, except as discussed under 
``Difference Between the AD and the Service Bulletin.''

Difference Between the AD and the Service Bulletin

    Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated 
November 5, 2009, specifies to ``Contact Boeing for repair instructions 
* * *.'' This AD would require repairing in accordance with a method 
approved by the Manager, Seattle Aircraft Certification Office, FAA.

Change to Existing AD

    This AD would retain certain requirements of AD 2003-03-02. Since 
AD 2003-03-02 was issued, the AD format has been revised, and certain 
paragraphs have been rearranged. As a result, the corresponding 
paragraph identifiers have changed in this AD, as listed in the 
following table:

                      Revised Paragraph Identifiers
------------------------------------------------------------------------
                                      Corresponding requirement in this
    Requirement in AD 2003-03-02                      AD
------------------------------------------------------------------------
             paragraph (h)                        paragraph (g)
             paragraph (i)                        paragraph (h)
             paragraph (j)                        paragraph (i)
             paragraph (k)                        paragraph (j)
             paragraph (l)                        paragraph (k)
             paragraph (m)                        paragraph (l)
             paragraph (n)                        paragraph (m)
------------------------------------------------------------------------

FAA's Justification and Determination of the Effective Date

    A fractured midspar fuse pin was discovered after the issuance of 
AD 2003-03-02. Fractured, corroded, or cracked midspar fuse pins could 
lead to the separation of the strut and engine from the airplane. 
Because of our requirement to promote safe flight of civil aircraft and 
thus, the critical need to assure the structural integrity of the 
engine strut and the short compliance time involved with this action, 
this AD must be issued immediately.
    Because an unsafe condition exists that requires the immediate 
adoption of this AD, we find that notice and opportunity for prior 
public comment hereon are impracticable and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety, and we did not provide you with notice and an opportunity to 
provide your comments before it becomes effective. However, we invite 
you to send any written data, views, or arguments about this AD. Send 
your comments to an address listed under the ADDRESSES section. Include 
``Docket No. FAA-2010-0031; Directorate Identifier 2009-NM-266-AD'' at 
the beginning of your comments. We specifically invite comments on the 
overall regulatory, economic, environmental, and energy aspects of this 
AD. We will consider all comments received by the closing date and may 
amend this AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this AD.

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

    We have determined that 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 the regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends part 39 of the Federal Aviation Regulations (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 Federal Aviation Administration (FAA) amends Sec.  39.13

[[Page 5679]]

by removing amendment 39-13026 (68 FR 4374, January 29, 2003) and by 
adding the following new airworthiness directive (AD):

2010-03-08 The Boeing Company: Amendment 39-16192. Docket No. FAA-
2010-0031; Directorate Identifier 2009-NM-266-AD.

Effective Date

    (a) This AD becomes effective February 19, 2010.

Affected ADs

    (b) This AD supersedes AD 2003-03-02, Amendment 39-13026. In 
addition, AD 2000-19-09, Amendment 39-11910; AD 2001-02-07, 
Amendment 39-12091; and AD 2001-06-12, Amendment 39-12159; affect 
this AD.

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 Alert Service Bulletin 767-54A0062, Revision 6, 
dated November 5, 2009.

Subject

    (d) Air Transport Association (ATA) of America Code 54: 
Nacelles/Pylons.

Unsafe Condition

    (e) This AD results from a report of a fractured midspar fuse 
pin. The Federal Aviation Administration is issuing this AD to 
prevent loss of the strut and engine due to corrosion damage and 
cracking of both fuse pins on the same strut.

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (r)(1) 
of this AD. The request should include an assessment of the effect 
of the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

Restatement of Certain Requirements of AD 2003-03-02, With New Service 
Information

Initial and Repetitive Inspections

    (g) For airplanes having midspar fuse pins, part numbers 
311T3102-1, 311T3102-2, 311T3102-3, 311T3102-4, 311T2102-1 or 
311T2102-2: Do a detailed inspection and an eddy current inspection 
for cracks and corrosion, per Boeing Alert Service Bulletin 767-
54A0062, Revision 5, dated November 11, 2002; or in accordance with 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
767-54A0062, Revision 6, dated November 5, 2009. Do the inspections 
at the later of the times specified in paragraphs (g)(1) and (g)(2) 
of this AD. Repeat the inspections at least every 3,000 landings or 
5 years, whichever is first, except as required by paragraph (n) of 
this AD. After the effective date of this AD, Boeing Alert Service 
Bulletin 767-54A0062, Revision 6, dated November 5, 2009, must be 
used. Accomplishing the inspection required by paragraph (n) of this 
AD terminates the repetitive inspections required by this AD.
    (1) Before the accumulation of 5,000 total landings on the fuse 
pin or within 5 years after fuse pin installation, whichever is 
first.
    (2) Within 30 days after February 13, 2003.

Corrective Action

    (h) If any crack or corrosion is found during any inspection 
required by paragraph (g) of this AD, before further flight, do the 
actions required by paragraph (h)(1) or (h)(2) of this AD, as 
applicable, per Boeing Alert Service Bulletin 767-54A0062, Revision 
5, dated November 11, 2002, or do the applicable actions required by 
paragraph (p) of this AD. As of the effective date of this AD, if 
any crack or corrosion is found during any inspection required by 
paragraph (g) of this AD, before further flight, do the applicable 
actions required by paragraph (p) of this AD.
    (1) If any crack is found, replace the midspar fuse pin with a 
new fuse pin.
    (2) If any corrosion is found, repair the midspar fuse pin, or 
replace with a new fuse pin.

Repetitive Inspections

    (i) For airplanes identified in paragraph (g) of this AD, and on 
which a new midspar fuse pin was installed before the effective date 
of this AD: After the installation of a new midspar fuse pin, 
inspect the new fuse pin per paragraph (g) of this AD before the 
accumulation of 5,000 total landings on the fuse pin or within 5 
years, whichever is first. Repeat the inspections at least every 
3,000 landings or 5 years, whichever is first, except as required by 
paragraph (n) of this AD. Accomplishing the inspection required by 
paragraph (n) of this AD terminates the repetitive inspections 
required by this paragraph.

Optional Terminating Action

    (j) For all airplanes: Accomplishment of the rework of the side 
load fitting and tension fasteners, as applicable, and replacement 
of midspar fuse pins per Boeing Service Bulletin 767-54-0069, dated 
October 9, 1997; Revision 1, dated January 29, 1998; or Revision 2, 
dated August 31, 2000; ends the repetitive inspections required by 
this AD.
    (k) Modification of the nacelle strut and wing structure as 
required by AD 2000-19-09, amendment 39-11910 (applicable to certain 
Model 767 series airplanes powered by Rolls-Royce RB211 series 
engines); AD 2001-02-07, amendment 39-12091 (applicable to certain 
Model 767 series airplanes powered by Pratt & Whitney engines); or 
AD 2001-06-12, amendment 39-12159 (applicable to certain Model 767 
series airplanes powered by General Electric engines); as 
applicable; ends the repetitive inspections required by this AD.

``Operator's Equivalent Procedure''

    (l) Although Boeing Alert Service Bulletin 767-54A0062, Revision 
5, dated November 11, 2002, specifies that an ``operator's 
equivalent procedure'' may be used for all actions for which the 
Boeing 767 Airplane Maintenance Manual (AMM) is specified as the 
appropriate source of service information, this AD requires those 
actions to be done in accordance with Boeing Alert Service Bulletin 
767-54A0062, Revision 5, dated November 11, 2002.

Actions Done per Previously Issued Service Information

    (m) Inspections and replacements done before February 13, 2003, 
per Boeing Alert Service Bulletin 767-54A0062, Revision 1, dated May 
11, 1994; Revision 2, dated December 21, 1994; Revision 3, dated 
June 15, 1995; or Revision 4, dated May 7, 1998; are acceptable for 
compliance with the applicable actions specified in this AD.

New Requirements of This AD

Reduced Repetitive Inspection Intervals

    (n) For airplanes on which any inspection required by paragraphs 
(g) and (i) of this AD has been done: Do the inspections specified 
in paragraph (p) of this AD at the earlier of the times specified in 
paragraphs (n)(1) and (n)(2) of this AD. Repeat the inspection 
thereafter at intervals not to exceed 2,000 flight cycles or 2 
years, whichever occurs first, except as provided by paragraph (o) 
of this AD. Accomplishing this paragraph terminates the repetitive 
inspection requirements of paragraphs (g) and (i) of this AD.
    (1) At the later of the times specified in paragraphs (n)(1)(i) 
and (n)(1)(ii) of this AD.
    (i) Within 2,000 flight cycles or 2 years after the last 
inspection done in accordance with paragraph (g) of this AD, 
whichever occurs first.
    (ii) Within 30 days after the effective date of this AD.
    (2) Within 3,000 flight cycles or 5 years, whichever occurs 
first after the last inspection done in accordance with paragraph 
(g) of this AD.
    (o) For airplanes identified in paragraph (g) of this AD and on 
which a new or serviceable midspar fuse pin is installed on or after 
the effective date of this AD: Do the inspections specified in 
paragraph (p) of this AD before the accumulation of 5,000 total 
flight cycles on the midspar fuse pin or within 5 years after the 
installation of the new midspar fuse pin, whichever occurs first. 
Repeat the inspections thereafter at the times specified in 
paragraph (n) of this AD.

Inspection and Related Corrective and Investigative Actions

    (p) At the applicable times specified in paragraphs (n) and (o) 
of this AD: Do a detailed inspection of the midspar fuse pin for 
cracking and corrosion; and do all applicable actions specified in 
paragraphs (p)(1) through (p)(4) of this AD, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin

[[Page 5680]]

767-54A0062, Revision 6, dated November 5, 2009. As an option during 
accomplishment of the requirements of paragraphs (p)(1) through 
(p)(4) of this AD, the inspected midspar fuse pin may be replaced 
with a new or serviceable fuse pin in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009, and the inspection 
repeated at the time specified in paragraph (o) of this AD.
    (1) If no crack and no corrosion is found during the detailed 
inspection, before further flight, do an eddy current inspection 
(ECI) for any cracking, and before further flight, do the applicable 
actions specified in paragraphs (p)(1)(i) through (p)(1)(iii) of 
this AD.
    (i) If no crack is found during the on-wing ECI, do Part 5, 
``Fuse Pin Secondary Retention Hardware Installation,'' of the Work 
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision 
6, dated November 5, 2009.
    (ii) If no crack is found during off-wing ECI, reinstall the 
fuse pin.
    (iii) If any crack is found during the ECI, do a magnetic 
particle inspection (MPI) in accordance with Part 4, ``Magnetic 
Particle Inspection of the Midspar Fuse Pin for Any Crack,'' of the 
Work Instructions of Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009.
    (A) If no crack is found during the MPI, reinstall the fuse pin.
    (B) If any crack is found during the MPI, do Part 3, ``Midspar 
Fuse Pin Replacement,'' of the Work Instructions of Boeing Alert 
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.
    (2) If any crack is found during the detailed inspection, before 
further flight, do Part 3, ``Midspar Fuse Pin Replacement,'' of the 
Work Instructions of Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009.
    (3) If, during the detailed inspection, no crack is found, and 
corrosion is found only on a non-critical surface as defined in 
Appendix A of Boeing Alert Service Bulletin 767-54A0062, Revision 6, 
dated November 5, 2009, before further flight, rework the fuse pin 
to remove the corrosion, and do the applicable actions specified in 
paragraphs (p)(3)(i) and (p)(3)(ii) of this AD.
    (i) If all the corrosion is removed and the fuse pin is still 
serviceable, as specified in Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009: Do an ECI in accordance 
with Figure 3 (on-wing) or Figure 4 (off-wing) of Boeing Alert 
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009, or 
MPI in accordance with Part 4, ``Magnetic Particle Inspection of the 
Midspar Fuse Pin for Any Crack,'' of the Work Instructions of Boeing 
Alert Service Bulletin 767-54A0062, Revision 6, dated November 5, 
2009.
    (A) If no crack was found during the on-wing ECI, do Part 5, 
``Fuse Pin Secondary Retention Hardware Installation,'' of the Work 
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision 
6, dated November 5, 2009.
    (B) If no crack was found during the off-wing ECI, install the 
fuse pin.
    (C) If any crack was found during either on-wing or off-wing 
ECI, do Part 4, ``Magnetic Particle Inspection of the Midspar Fuse 
Pin for Any Crack,'' of the Work Instructions of Boeing Alert 
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.
    (D) If the MPI is accomplished and no crack was found, reinstall 
the fuse pin.
    (E) If the MPI is accomplished, and any cracking was found, do 
Part 3, ``Midspar Fuse Pin Replacement,'' of the Work Instructions 
of Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated 
November 5, 2009.
    (ii) If the corrosion cannot be completely removed or if 
removing all the corrosion makes the fuse pin unserviceable, do Part 
3, ``Midspar Fuse Pin Replacement,'' of the Work Instructions of 
Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated 
November 5, 2009.
    (4) If, during the detailed inspection, no crack is found, and 
any corrosion found is on a critical surface as defined in Appendix 
A of Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated 
November 5, 2009, before further flight, do an ECI and do the 
applicable actions specified in paragraphs (p)(4)(i) and (p)(4)(ii) 
of this AD.
    (i) If no crack is found during the ECI, repair in accordance 
with the procedures specified in paragraph (r) of this AD.
    (ii) If any crack is found during the ECI, do an MPI in 
accordance with Part 6, ``Magnetic Particle Inspection of the 
Midspar Fuse Pin for Any Crack Prior to Repair,'' of the Work 
Instructions of Boeing Alert Service Bulletin 767-54A0062, Revision 
6, dated November 5, 2009.
    (A) If no crack is found during the MPI, repair in accordance 
with the procedures specified in paragraph (r) of this AD.
    (B) If any crack is found during the MPI, do Part 3, ``Midspar 
Fuse Pin Replacement,'' of the Work Instructions of Boeing Alert 
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009.

Special Flight Permit

    (q) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
corrective action can be accomplished, provided that the conditions 
in paragraphs (q)(1), (q)(2), and (q)(3) of this AD are met.
    (1) Airplanes have zero or one midspar fuse pin per wing having 
any of the inspection results or corrosion conditions detailed in 
paragraphs (q)(1)(i) through (q)(1)(ix) of this AD.
    (i) Crack is found by detailed inspection (Condition 1 in Table 
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
    (ii) No crack is found, and any corrosion found is on non-
critical surface (Condition 2 in Table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009).
    (iii) Any corrosion found is removed (Condition 2.1 in Table 1 
of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
767-54A0062, Revision 6, dated November 5, 2009).
    (iv) Any crack is found during an ECI required by paragraph 
(p)(3)(i) of this AD and cannot be refuted (or proved false) by an 
MPI required by paragraph (p)(3)(i)(C) of this AD (Condition 2.1.1 
in Table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
    (v) Any crack is found by MPI (Condition 2.1.3 in Table 1 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
767-54A0062, Revision 6, dated November 5, 2009).
    (vi) Any corrosion found is not removed (Condition 2.2 in Table 
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
    (vii) Crack is found by detailed inspection (Condition 3 in 
Table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 767-54A0062, Revision 6, dated November 5, 2009).
    (viii) Any crack is found during an ECI required by paragraph 
(p)(4) of this AD (Condition 3.1 in Table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009).
    (ix) No crack is found during an ECI required by paragraph 
(p)(4) of this AD (Condition 3.2 in Table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009).
    (2) An additional ECI of both midspar fuse pins on each wing for 
any cracking is done and verifying that the airplane meets the 
criteria specified in paragraph (q)(1) of this AD.
    (3) A detailed inspection of the other strut-to-wing load paths 
(including the upper link, upper link fuse pin, diagonal brace, and 
lower diagonal brace fuse pin) for any cracking is done.

Alternative Methods of Compliance (AMOCs)

    (r)(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. Send information to ATTN: Berhane Alazar, Aerospace 
Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 
98057-3356; telephone (425) 917-6577; fax (425) 917-6590. 
Information may be e-mailed to: [email protected].
    (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.
    (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

[[Page 5681]]

ACO, to make those findings. For a repair method to be approved, the 
repair must meet the certification basis of the airplane.
    (4) Alternative methods of compliance, approved previously in 
accordance with AD 2003-03-02, for the actions specified in 
paragraph (i) of that AD, are approved as alternative methods of 
compliance with paragraph (h) of this AD.

Material Incorporated by Reference

    (s) You must use Boeing Alert Service Bulletin 767-54A0062, 
Revision 6, dated November 5, 2009, to do the actions required by 
this AD, unless the AD specifies otherwise. If you accomplish the 
optional actions specified by this AD, you must use the service 
information specified in Table 1 of this AD to do those actions, 
unless the AD specifies otherwise.

             Table 1--Material Incorporated by Reference for Optional Terminating Action in This AD
----------------------------------------------------------------------------------------------------------------
       Boeing Service Bulletin--                 Revision--                            Dated--
----------------------------------------------------------------------------------------------------------------
767-54-0069............................  Original..................  October 9, 1997.
767-54-0069............................  1.........................  January 29, 1998.
767-54-0069............................  2.........................  August 31, 2000.
----------------------------------------------------------------------------------------------------------------

     (1) The Director of the Federal Register approved the 
incorporation by reference of Boeing Alert Service Bulletin 767-
54A0062, Revision 6, dated November 5, 2009; and Boeing Service 
Bulletin 767-54-0069, dated October 9, 1997; under 5 U.S.C. 552(a) 
and 1 CFR part 51.
    (2) The Director of the Federal Register previously approved the 
incorporation by reference of Boeing Service Bulletin 767-57-0069, 
Revision 2, dated August 31, 2000, on March 5, 2001 (66 FR 8085, 
January 29, 2001).
    (3) The Director of the Federal Register previously approved the 
incorporation by reference of Boeing Service Bulletin 767-54-0069, 
Revision 1, dated January 29, 1998, on October 17, 2000 (65 FR 
58641, October 2, 2000).
    (4) 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 
[email protected]; Internet https://www.myboeingfleet.com.
    (5) 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.
    (6) 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 January 22, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-2192 Filed 2-3-10; 8:45 am]
BILLING CODE 4910-13-P

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