[Federal Register Volume 67, Number 76 (Friday, April 19, 2002)]
[Rules and Regulations]
[Pages 19322-19326]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-9392]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-189-AD; Amendment 39-12715; AD 2002-08-07]
RIN 2120-AA64


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

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all Boeing Model 767-200, -300, and -300F series 
airplanes. This AD requires examination of maintenance records to 
determine if Titanine JC5A (also known as Desoto 823E508) corrosion 
inhibiting compound (``C.I.C.'') was ever used; inspection for cracks 
or corrosion and corrective action, if applicable; repetitive 
inspections and C.I.C. applications; and modification of the aft 
trunnion area of the outer cylinder, which terminates the need for the 
repetitive inspections and C.I.C. applications. This action is 
necessary to prevent severe corrosion in the main landing gear (MLG) 
outer cylinder at the aft trunnion, which could develop into stress 
corrosion cracking and consequent collapse of the MLG. This action is 
intended to address the identified unsafe condition. The FAA is also 
planning to issue additional rulemaking to exclude the use of Titanine 
JC5A for compliance with previously issued ADs.

DATES: Effective May 6, 2002. The incorporation by reference of certain 
publications listed in the regulations is approved by the Director of 
the Federal Register as of May 6, 2002.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the Federal 
Aviation Administration (FAA), Transport Airplane Directorate, Rules 
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: John Craycraft, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2782; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) to include an airworthiness 
directive (AD) that is applicable to all Boeing Model 767-200, -300, 
and -300F series airplanes was published in the Federal Register on 
August 23, 2001 (66 FR 44313). That action proposed to require 
examination of maintenance records to determine if Titanine JC5A 
corrosion inhibiting compound (``C.I.C.'') was ever used; inspection 
for cracks or corrosion and corrective action, if applicable; 
repetitive inspections and C.I.C. applications; and modification of the 
aft trunnion area of the outer cylinder, which terminates the need for 
the repetitive inspections and C.I.C. applications.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    Two commenters support the proposed AD.

Acknowledge Alternate Name for Titanine JC5A

    One commenter, the airplane manufacturer, points out that the 
proposed AD only refers to ``Titanine JC5A,'' but this C.I.C. is also 
known by a Desoto product name, ``Desoto 823E508.'' The commenter asks 
that the

[[Page 19323]]

proposed AD be revised to refer to this name as well.
    The FAA concurs with the commenter's request. Any Titanine JC5A 
product, regardless of the trade name of the product, is subject to the 
same actions of this AD. We have revised paragraph (a) as well as the 
Summary section of this AD accordingly. Hereafter, this final rule 
refers to these products collectively as ``JC5A.''

Request to Eliminate Redundant Requirements

    One commenter requests that the FAA remove the requirement to 
perform the C.I.C. application before further flight, as stated in 
paragraphs (e)(1)(i), (e)(2)(i), (h)(1)(i), and (h)(2)(i)(A) of the 
proposed AD. The commenter notes that it is redundant to mandate 
application of C.I.C. in accordance with ``Part 3 `` C.I.C. 
Application'' of the service bulletin before further flight in these 
paragraphs because application of C.I.C. is already included as part of 
the Parts 1 and 2 inspection procedures.
    The FAA partially concurs with the commenter's request. We do not 
intend for application of C.I.C. to be performed twice during the same 
maintenance visit. Accordingly, we have revised paragraphs (e)(1)(i), 
(e)(2)(i), and (h)(2)(i)(A) of this final rule to be consistent with 
the instructions in the service bulletin. With regard to the 
commenter's request to revise ``paragraph (h)(1)(i),'' we note that 
there is no such paragraph, and paragraph (h)(1) is already consistent 
with the service bulletin. Therefore, no further change has been made 
in this regard.

Limit Area of Prohibition

    One commenter recommends that the proposed AD prohibit the 
application of JC5A only in the aft trunnion area of the main landing 
gear (MLG). The commenter notes that the wording of paragraph (l) of 
the proposed AD prohibits application of JC5A anywhere on the airplane. 
The commenter states that service history and laboratory test data have 
shown that typical usage of JC5A in thin layers (such as on fasteners 
and faying surfaces) does not promote corrosion.
    While we neither accept nor reject the commenter's argument, we 
agree that the unsafe condition associated with this AD relates 
specifically to the aft trunnion of the MLG. Therefore, it is 
appropriate to limit the prohibition of the application of JC5A to the 
aft trunnion area of the MLG outer cylinder. We have revised paragraph 
(l) of this final rule accordingly.

Clarify Requirements of Paragraph (b)

    One commenter requests that the FAA clarify the requirements of 
paragraph (b) of the proposed AD. That paragraph reads, ``Except as 
required by paragraph (l) of this AD, if, according to the criteria of 
paragraph (a) of this AD, JC5A was never used, no further action is 
required by this AD.'' The commenter does not understand what is meant 
by ``paragraph (l) of this AD.''
    The FAA concurs that clarification may be necessary. Paragraph (b) 
of this AD refers to the paragraph (l), which appears under the heading 
``Spares'' in the proposed AD. For clarification, a new heading, ``Use 
of JC5A Prohibited'' has been added before paragraph (l) of this final 
rule, and paragraph (b) has been revised to read, ``Except as provided 
by paragraph (l) (``Use of JC5A Prohibited'') of this AD,* * *''

Request To Supersede Multiple ADs

    One commenter requests that the FAA revise the proposed AD to 
supersede AD 96-21-06, amendment 39-9783 (61 FR 55080, October 24, 
1996), AD 95-19-10, amendment 39-9372 (60 FR 47689, September 14, 
1995), and AD 95-20-51, amendment 39-9398 (60 FR 53109, October 12, 
1995), with one AD. The commenter sees no benefit in having four ADs 
(i.e., the three listed previously and the proposed AD) that address 
the same area of the aft trunnion of the MLG on Model 767 series 
airplanes. The commenter states that superseding all of the ADs related 
to the aft trunnion would ease the administrative burden and simplify 
the recordkeeping associated with these ADs.
    The FAA does not concur with the commenter's request. We note that 
the applicability statements of all three existing ADs differ; that is, 
all three ADs apply to different groups of airplanes. With this in 
mind, combining this AD and the three existing ADs referenced by the 
commenter into one superseding AD would result in a lengthy, highly 
complex AD, which may be confusing for operators. For this reason, we 
find that a combined AD would be likely to impose more of an 
administrative and recordkeeping burden, rather than less of one, as 
the commenter suggests, and could increase the potential for 
recordkeeping mistakes. For these reasons, we find it inappropriate to 
issue one supersedure to combine the three existing ADs with this AD. 
No change to the final rule is needed in this regard.

Extend Compliance Time for Terminating Action

    One commenter requests that the FAA extend the compliance time for 
the proposed terminating action for certain airplanes. The commenter 
states that, for airplanes with Category 1 MLG, if an operator has 
exclusively used Mastinox 6856K C.I.C. on the aft trunnion area of the 
MLG since delivery of the airplane, and the initial detailed visual 
inspection according to the proposed AD does not reveal cracking or 
corrosion, the compliance time for the terminating action should be 
extended to the next MLG overhaul or 8 years since delivery of the 
airplane, whichever comes first. The commenter's request is based on 
the results of its initial detailed visual inspections, which showed 
the aft trunnion area of the MLG on its airplanes to be in ``excellent 
condition.'' The commenter believes that this condition is related to 
the application of Mastinox 6856K every 180 days since delivery of its 
airplanes, which has resulted in the Mastinox 6856K ``pressing out'' 
the JC5A from the aft trunnion area of the MLG. The commenter states 
that, since the JC5A was ``pressed out'' during the first in-service 
application of Mastinox 6856K, there would be no time for the JC5A to 
have deteriorated and caused damage.
    The FAA does not concur. The flow of lubricant through the aft 
trunnion of the MLG has not been studied enough to allow the conclusion 
that application of a different lubricant would sufficiently remove or 
dilute the JC5A. Lubrication may not sufficiently flush out certain 
areas of the aft trunnion, and those areas may still be subject to 
corrosion. No change to the final rule is needed in this regard.

Restrict Applicability of Certain Requirements

    One commenter requests that the proposed AD be revised to exempt 
airplanes with line numbers 834 and subsequent from having to 
accomplish the actions specified in the proposed AD. The commenter 
notes that the airplane manufacturer discontinued the use of JC5A in 
the aft trunnion of the MLG at line number 834.
    The FAA does not concur. If the records review in paragraph (a) of 
this AD shows that JC5A has never been used on the aft trunnion of the 
MLG, either in production or after delivery, no further action is 
required, as specified in paragraph (b) of this AD. Airplanes with line 
numbers 834 and subsequent are still subject to the prohibition of the 
use of JC5A mandated by paragraph (l) of

[[Page 19324]]

this AD. No change to the final rule is needed in this regard.

Acknowledge Alternative Method of Compliance

    One commenter requests that the FAA revise paragraph (i) of the 
proposed AD to refer to Boeing Service Bulletin 767-32A0148, Revision 
2, dated November 30, 2000, as an acceptable method of compliance with 
the proposed terminating action. The commenter states that the 
procedures in that service bulletin are equivalent to those in ``Part 
4--Terminating Action'' of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 767-32A0192, dated May 31, 2001 (which the 
proposed AD refers to as the appropriate source of service information 
for accomplishment of the requirements of paragraph (i)).
    The FAA concurs with the intent of the commenter's request but does 
not concur that any change to the AD is necessary. We concur that 
accomplishment of Boeing Service Bulletin 767-32A0148, Revision 2, is 
acceptable for compliance with paragraph (i) of this AD for airplanes 
with line numbers 1 through 605. We have previously reviewed and 
approved that service bulletin, which describes procedures for 
repairing corrosion and replacing bushings in the aft trunnion of the 
MLG. However, we do not concur that any change to this final rule is 
necessary because, if Boeing Service Bulletin 767-32A0148, Revision 2, 
has been accomplished prior to the records examination required by 
paragraph (a) of this AD, and the records examination shows that JC5A 
was not used on the MLG subsequent to accomplishment of Boeing Service 
Bulletin 767-32A0148, Revision 2, no further action would be required 
by this AD, as specified in paragraph (b) of this AD.

Remove Paragraph (j)

    One commenter requests that the FAA remove paragraph (j) of the 
proposed AD. That paragraph states that ``Accomplishment of the actions 
specified in paragraph (i) of this AD is considered acceptable for 
compliance with the requirements of paragraph (e) of AD 96-21-06, 
amendment 39-9783.'' The commenter points out that the FAA has 
previously issued another notice of proposed rulemaking (NPRM), Docket 
Number 2001-NM-198-AD, which proposes to supersede AD 96-21-06. 
Therefore, when AD 96-21-06 is superseded by another AD, paragraph (j) 
of the proposed AD will refer to an AD that does not exist. The 
commenter requests that the provisions of paragraph (j) be added to the 
AD that supersedes AD 96-21-06.
    The FAA partially concurs with the commenter's request. We do not 
agree to remove paragraph (j) of this AD. Instead, to minimize 
confusion, we have retained paragraph (j) in this final rule but have 
revised it to refer to AD 2002-01-13, amendment 39-12607 (67 FR 3605, 
January 25, 2002), which is the AD that supersedes AD 96-21-06. In 
addition, we agree that it is appropriate to add the provisions of 
paragraph (j) of this AD to AD 2002-01-13. Therefore, a new paragraph 
(h) has been added to that AD to specify that accomplishment of ``Part 
4--Terminating Action'' of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 767-32A0192 constitutes terminating action for 
paragraph (e) of that AD.

Allow Reinstallation of MLG

    One commenter requests that the FAA revise the Spares provision, 
paragraph (k), of the proposed AD. The commenter notes that, as 
proposed, if the MLG is removed from an airplane, that paragraph would 
require operators to accomplish paragraph (i), the terminating action, 
of the proposed AD, before the MLG could be re-installed on the 
airplane. The commenter states that this requirement is overly 
restrictive and could force operators to accomplish the terminating 
action earlier than otherwise would be required by the proposed AD.
    Based on the commenter's request, the FAA finds that some 
clarification of paragraph (k) of the proposed AD may be necessary. The 
intent of paragraph (k) of this AD is to ensure that, if the MLG is 
removed from the airplane in the course of maintenance, the MLG outer 
cylinder will be replaced with an MLG outer cylinder on which JC5A has 
never been used or on which the terminating action required by this AD 
has been accomplished. We have revised paragraph (k) of this AD to 
clarify our intention.

Explanation of Additional Changes to Final Rule

    In addition to the changes described previously, several 
typographical errors have been corrected in this final rule.

Conclusion

    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the changes described 
previously. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Cost Impact

    There are approximately 806 Model 767-200, -300, and -300F series 
airplanes of the affected design in the worldwide fleet. The FAA 
estimates that 489 airplanes of U.S. registry will be affected by this 
AD. The approximate work hours required to accomplish the required 
actions are indicated in the table below. It is estimated that the 
average labor rate is $60 per work hour. Cost of required parts per 
airplane and the estimated cost impact of this AD on U.S. operators is 
indicated in the table below.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                    Total fleet
            Category             Labor costs (at $60 per        Parts costs         Total  cost      cost (489
                                          hour)                                    per  Airplane    airplanes)
----------------------------------------------------------------------------------------------------------------
1..............................  Inspection--Bushings     [Reserved]............           1,500         733,500
                                  Removed 25 hours/1,500.
1..............................  Inspection--Bushings     [Reserved]............           1,200         586,800
                                  Not Removed--20 hours/
                                  $1,200.
1..............................  C.I.C. Application--5    [Reserved]............             300         146,700
                                  hours/300.
1..............................  Terminating Action--218  $6,356................          19,436       9,504,204
                                  hours/$13,080.
2..............................  Inspection--Bushings     [Reserved]............           1,200         586,800
                                  Not Removed--20 hours/
                                  $1,200.
2..............................  C.I.C. Application 5     [Reserved]............             300        146,700
                                  hours/$300.
----------------------------------------------------------------------------------------------------------------
 Category 1: Airplanes with an undercut in the aft trunnion above.
 Category 2: Airplanes without an undercut in the aft trunnion bore.


[[Page 19325]]

    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the requirements of this 
AD action, and that no operator would accomplish those actions in the 
future if this AD were not adopted. The cost impact figures discussed 
in AD rulemaking actions represent only the time necessary to perform 
the specific actions actually required by the AD. These figures 
typically do not include incidental costs, such as the time required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.

Regulatory Impact

    The regulations adopted herein 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. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

2002-08-07  Boeing: Amendment 39-12715. Docket 2001-NM-189-AD

    .Applicability: All Model 767-200, -300, and -300F series 
airplanes, certificated in any category.

    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 (m) 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.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent severe corrosion in the main landing gear (MLG) outer 
cylinder at the aft trunnion, which could develop into stress 
corrosion cracking and consequent collapse of the MLG, accomplish 
the following:

Records Examination

    (a) Within 90 days after the effective date of this AD, examine 
airplane records to determine if Titanine JC5A or Desoto 823E508 
(hereafter collectively referred to as ``JC5A'') corrosion 
inhibiting compound (``C. I. C.'') was used in the aft trunnion area 
of the MLG outer cylinder during general maintenance, overhaul, or 
incorporation of Boeing Alert Service Bulletin 767-32A0148, dated 
December 21, 1995, or Revision 1, dated October 10, 1996 (required 
by paragraph (e) of AD 96-21-06, amendment 39-9783); in accordance 
with Boeing Alert Service Bulletin 767-32A0192, dated May 31, 2001. 
If records do not show conclusively which compound was used, assume 
JC5A was used. Refer to Boeing Alert Service Bulletin 767-32A0192, 
dated May 31, 2001, for the line numbers of airplanes that were 
assembled new using JC5A.

    Note 2: Prior to January 31, 2001, if BMS 3-27 was ordered from 
Boeing, Boeing shipped JC5A as a substitute.

MLGs on Which JC5A Was Not Used

    (b) Except as provided by paragraph (l) (``Use of JC5A 
Prohibited'') of this AD, if, according to the criteria of paragraph 
(a) of this AD, JC5A was never used, no further action is required 
by this AD.

C.I.C. Applications, Inspections, and Corrective Actions if Necessary

    (c) For Category 1 MLG outer cylinders as identified in Boeing 
Alert Service Bulletin 767-32A0192, dated May 31, 2001: If, 
according to the criteria of paragraph (a) of this AD, JC5A may have 
been used, perform the actions specified in both paragraphs (d) and 
(e) of this AD, as applicable, in accordance with Boeing Alert 
Service Bulletin 767-32A0192, dated May 31, 2001.
    (d) For MLGs and MLG outer cylinders identified in paragraphs 
(d)(1), (d)(2), and (d)(3) of this AD: Within 90 days after the 
effective date of this AD, perform the C.I.C. application on the MLG 
in accordance with ``Part 3--C.I.C. Application'' of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
32A0192, dated May 31, 2001. Thereafter, repeat at intervals not to 
exceed 180 days until the terminating action required by paragraph 
(i) of this AD has been accomplished.
    (1) MLG outer cylinders that are less than 3 years old since 
new.
    (2) MLGs that have been overhauled less than 3 years ago.
    (3) MLGs on which rework per Boeing Alert Service Bulletin 767-
32A0148, dated December 21, 1995, or Revision 1, dated October 10, 
1996, was accomplished less than 3 years ago.
    (e) Before the MLG outer cylinder is 3 years old since new, 
since last overhaul, or since rework per Boeing Alert Service 
Bulletin 767-32A0148, dated December 21, 1995, or Revision 1, dated 
October 10, 1996; or within 90 days after the effective date of this 
AD; whichever is later; perform a detailed visual inspection for 
cracks and corrosion of the cross bolt bushing holes and chamfers in 
accordance with ``Part 1--Cross Bolt Hole Inspection--Bushings 
Removed'' of the Accomplishment Instructions of Boeing Alert Service 
Bulletin 767-32A0192, dated May 31, 2001.

    Note 3: For the purposes of this AD, a detailed visual 
inspection is defined as: ``An intensive visual examination of a 
specific structural area, system, installation, or assembly to 
detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirror, magnifying lenses, etc., may be used. Surface cleaning 
and elaborate access procedures may be required.''

    (1) If no crack or corrosion is found during the detailed visual 
inspection required by paragraph (e) of this AD, perform the actions 
in paragraphs (e)(1)(i), (e)(1)(ii), and (e)(1)(iii) of this AD, at 
the applicable times indicated.
    (i) Before further flight, perform the restoration steps shown 
in Figure 2 of the service bulletin, and thereafter at intervals not 
to exceed 180 days, perform the C.I.C. application on the landing 
gear in accordance with ``Part 3--C.I.C. Application'' of the 
Accomplishment Instructions of the service bulletin.
    (ii) Within 18 months after performing the detailed visual 
inspection required by paragraph (e) of this AD, and thereafter at 
intervals not to exceed 18 months, perform the detailed visual 
inspection for cracks and corrosion of the cross bolt hole inner 
chamfer, in accordance with ``Part 2--Cross Bolt Hole Inner Chamfer 
Inspection--Bushings Not Removed'' of the Accomplishment 
Instructions of the service bulletin, until the terminating action 
required by paragraph (i) of this AD has been accomplished.

[[Page 19326]]

    (iii) Before the MLG cylinder is 6\1/2\ years since new, since 
last overhaul, or since rework per Boeing Alert Service Bulletin 
767-32A0148, dated December 21, 1995, or Revision 1, dated October 
10, 1996; whichever is later; perform the terminating action 
described in paragraph (i) of this AD.
    (2) If any corrosion is found on the cross bolt holes or outer 
chamfers during the detailed visual inspection required by paragraph 
(e) of this AD, before further flight, remove the corrosion per 
Figure 2 of the service bulletin.
    (i) If all of the corrosion can be removed, before further 
flight, perform the restoration steps shown in Figure 2 of the 
service bulletin, and thereafter at intervals not to exceed 180 
days, perform the C.I.C. application on the MLG in accordance with 
``Part 3--C.I.C. Application'' of the Accomplishment Instructions of 
the service bulletin, and perform the terminating action described 
in paragraph (i) of this AD, at the applicable time specified in 
paragraphs (e)(2)(i)(A) or (e)(2)(i)(B) of this AD.
    (A) If the MLG outer cylinder is less than 5 years old since 
new, if the MLG was last overhauled less than 5 years ago, or if 
rework per Boeing Alert Service Bulletin 767-32A0148, dated December 
21, 1995, or Revision 1, dated October 10, 1996, was accomplished 
less than 5 years ago: Within 18 months after performing the 
detailed visual inspection required by paragraph (e) of this AD.
    (B) If the MLG outer cylinder is 5 years old or more since new; 
if the MLG was last overhauled 5 years ago or more; or if rework per 
Boeing Alert Service Bulletin 767-32A0148, dated December 21, 1995, 
or Revision 1, dated October 10, 1996, was accomplished 5 years ago 
or more: Before the MLG outer cylinder is 6\1/2\ years old since 
new, since last overhaul, or since rework per Boeing Alert Service 
Bulletin 767-32A0148, dated December 21, 1995, or Revision 1, dated 
October 10, 1996; whichever is later.
    (ii) If any corrosion cannot be removed, before further flight, 
perform the terminating action described in paragraph (i) of this 
AD.
    (3) If any crack is found anywhere during the detailed visual 
inspection required in paragraph (e) of this AD, or if corrosion in 
the inner cross bolt hole chamfers is found, before further flight, 
perform the terminating action described in paragraph (i) of this 
AD.
    (f) For Category 2 MLG outer cylinders as identified in Boeing 
Alert Service Bulletin 767-32A0192, dated May 31, 2001: If, 
according to the criteria of paragraph (a) of this AD, JC5A may have 
been used, perform the actions specified in both paragraphs (g) and 
(h) of this AD, as applicable, in accordance with Boeing Alert 
Service Bulletin 767-32A0192, dated May 31, 2001.
    (g) For MLGs and MLG outer cylinders identified in paragraphs 
(g)(1) and (g)(2) of this AD: Within 90 days after the effective 
date of this AD, perform the C.I.C. application on the MLG in 
accordance with ``Part 3--C.I.C. Application'' of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 767-32A0192, dated May 
31, 2001. Thereafter, repeat the application at intervals not to 
exceed 180 days until the terminating action required by paragraph 
(i) of this AD has been accomplished.
    (1) MLG outer cylinders that are less than 3 years old since 
new.
    (2) MLGs that have been overhauled less than 3 years ago.
    (h) Before the MLG outer cylinder is 3 years old since new or 
since the last overhaul, or within 90 days of the effective date of 
this AD, whichever is later, perform a detailed visual inspection 
for cracks and corrosion of the cross bolt hole inner chamfer, in 
accordance with ``Part 2--Crossbolt Hole Inner Chamfer Inspection--
Bushings Not Removed'' of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 767-32A0192, dated May 31, 2001.
    (1) If no crack or corrosion is found during the inspection 
required by paragraph (h) of this AD, before further flight, and 
thereafter at intervals not to exceed 180 days, perform the C.I.C. 
application on the MLG in accordance with ``Part 3--C.I.C. 
Application'' of the Accomplishment Instructions of the service 
bulletin, until the next MLG overhaul. After the next MLG overhaul 
has been completed, no further action is required by this AD.
    (2) If any corrosion is found during the detailed visual 
inspection required by paragraph (h) of this AD, before further 
flight, remove the cross bolt bushings and perform the detailed 
visual inspection specified in paragraph (e) of this AD, and remove 
the corrosion per Figure 2 of the service bulletin.
    (i) If all of the corrosion can be removed, perform the actions 
specified in paragraph (h)(2)(i)(A) and (h)(2)(i)(B) of this AD, at 
the applicable times indicated.
    (A) Prior to further flight, perform the restoration steps shown 
in Figure 2 of the service bulletin, and thereafter at intervals not 
to exceed 180 days, perform the C.I.C. application on the MLG in 
accordance with ``Part 3--C.I.C. Application'' of the Accomplishment 
Instructions of the service bulletin.
    (B) Within 18 months after the corrosion removal required by 
paragraph (h)(2) of this AD, perform the terminating action 
described in paragraph (i) of this AD.
    (ii) If all the corrosion cannot be removed, before further 
flight, perform the terminating action required by paragraph (i) of 
this AD.
    (3) If any crack is found during the detailed visual inspection 
required by paragraph (h) of this AD, before further flight, perform 
the terminating action described in paragraph (i) of this AD.

Terminating Action

    (i) Perform the terminating action (including removal of the 
existing bushings, repair of the aft trunnion area of the outer 
cylinder, and machining and installation of new bushings) in 
accordance with ``Part 4--Terminating Action'' of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 767-32A0192, dated May 
31, 2001. Completion of the terminating action terminates the 
requirements for the repetitive inspections and C.I.C. applications 
of this AD.
    (j) Accomplishment of the actions specified in paragraph (i) of 
this AD is considered acceptable for compliance with the 
requirements of paragraph (e) of AD 2002-01-13, amendment 39-12607.

Spares

    (k) As of the effective date of this AD, no person shall install 
on any airplane an MLG outer cylinder unless maintenance records 
conclusively show that JC5A has never been used on that MLG outer 
cylinder, or unless it complies with paragraph (i) of this AD.

Use of JC5A Prohibited

    (l) As of the effective date of this AD, no person shall use the 
C.I.C. JC5A in the aft trunnion area of the MLG outer cylinder on 
any airplane.

Alternative Methods of Compliance

    (m) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA. Operators shall submit their requests through an 
appropriate FAA Principal Maintenance Inspector, who may add 
comments and then send it to the Manager, Seattle ACO.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (n) Special flight permits may be issued in accordance with 
Secs. 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 the 
requirements of this AD can be accomplished.

Incorporation by Reference

    (o) The actions shall be done in accordance with Boeing Alert 
Service Bulletin 767-32A0192, dated May 31, 2001. This incorporation 
by reference was approved by the Director of the Federal Register in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, 
Seattle, Washington 98124-2207. Copies may be inspected at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington; or at the Office of the Federal Register, 800 North 
Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (p) This amendment becomes effective on May 6, 2002.

    Issued in Renton, Washington, on April 11, 2002.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-9392 Filed 4-18-02; 8:45 am]
BILLING CODE 4910-13-U