[Federal Register Volume 68, Number 138 (Friday, July 18, 2003)]
[Rules and Regulations]
[Pages 42573-42577]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-17692]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-395-AD; Amendment 39-13228; AD 2003-14-09]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Boeing Model 767 series airplanes, that 
currently requires repetitive detailed inspections to detect cracked, 
corroded, or stained collar fittings on both inboard trailing edge 
flaps; and follow-on corrective actions, if necessary. This amendment 
expands the applicability in the existing AD, and adds repetitive 
inspections for discrepancies of the collar fittings, torque tube, and 
splined bushings on both inboard trailing edge flaps; and follow-on and 
corrective actions, if necessary. The actions specified by this AD are 
intended to prevent failure of the collar fittings, which could result 
in separation of the inboard trailing edge flap and consequent reduced 
controllability of the airplane. This action is intended to address the 
identified unsafe condition.

DATES: Effective August 22, 2003.
    The incorporation by reference of Boeing Alert Service Bulletin 
767-57A0066, Revision 3, including Appendices A and B, dated December 
19, 2001, is approved by the Director of the Federal Register as of 
August 22, 2003.
    The incorporation by reference of Boeing Alert Service Bulletin 
767-57A0066, Revision 1, dated August 6, 1998, as listed in the 
regulations, was approved previously by the Director of the Federal 
Register as of November 12, 1998 (63 FR 57577, October 28, 1998).

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: Suzanne Masterson, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
917-6441; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 98-22-12, 
amendment 39-10859 (63 FR 57577, October 28, 1998), which is applicable 
to certain Boeing Model 767 series airplanes, was published in the 
Federal Register on January 3, 2003 (68 FR 324). The action proposed to 
continue to require repetitive detailed inspections to detect cracked, 
corroded, or stained collar fittings on both inboard trailing edge 
flaps; and follow-on corrective actions, if necessary. The new action 
proposed to expand the applicability in the existing AD, and would add 
repetitive inspections for discrepancies of the collar fittings, torque 
tube, and splined bushings on both inboard trailing edge flaps; and 
follow-on and corrective actions, if necessary.

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. One commenter concurs with the contents of the 
proposed AD.

[[Page 42574]]

Request Credit for Previously Accomplished Inspections

    One commenter asks for credit for accomplishment of the inspections 
required by paragraphs (c) and (f) of the proposed AD before the 
effective date of the AD. The commenter states that the information 
specified in paragraph (f) provides instructions for operators that 
have done paragraph (c) for an initial inspection and follow-on actions 
if the corrosion inhibiting compound (CIC) Titanine JC5A has been used, 
or if the type of CIC that was used is unknown. The commenter states 
that there are no guidelines for inspection of airplanes on which BMS 
3-27 CIC was used. The commenter adds that airplanes on which the 
inspections were done in accordance with Part 3 of the referenced 
service bulletin should meet the inspection requirements, provided that 
BMS 3-27 CIC was used and the repetitive inspections are being done in 
lieu of the terminating action.
    We agree with the commenter for the reasons provided. We have added 
a new paragraph (g) to this final rule (and reordered subsequent 
paragraphs accordingly) to give credit for the inspections required by 
paragraphs (c) and (f) of the final rule done before the effective date 
of the AD, under the conditions set forth by the commenter.

Request To Change Paragraph (a)(2)

    One commenter asks that paragraph (a)(2) of the proposed AD be 
changed to add the option of installing a serviceable collar fitting. 
The commenter states that a serviceable collar fitting is crack- and 
corrosion-free, and provides the same level of safety as a new collar 
fitting.
    We agree with the commenter as allowing the option of installing a 
serviceable collar fitting to paragraph (a)(2) of this final rule would 
be a relieving action for operators. Therefore, paragraph (a)(2) of the 
final rule has been changed accordingly.

Request To Clarify or Remove Paragraph (f)

    One commenter asks that paragraph (f) of the proposed AD be changed 
for clarification, or removed from the proposed AD. The commenter 
states that it is not clear which ``inspections'' paragraph (f) is 
referencing, and the commenter reiterates the contents of that 
paragraph. The commenter does not understand what the inspection 
required by paragraph (a) of the proposed AD is for, or why Revision 2 
of the referenced service bulletin is singled out. Nor does the 
commenter understand what the most recent inspection is. The commenter 
asks if the inspection specified is the spline or the collar fitting 
inspection. The commenter adds that if the inspection is the spline 
inspection, it will cause an undue burden on the operator because 22 
airplanes will be required to have their flaps removed within 90 days.
    The same commenter recommends that paragraph (f) be removed from 
the proposed AD because it appears to be applicable to any airplane on 
which paragraph (c) of the proposed AD has not been previously complied 
with, and paragraph (c) requires the spline inspection. The commenter 
adds that, until the spline inspection is done, the 120-day collar 
fitting inspections are being done and any discrepancies will be found 
before failure occurs.
    We agree that paragraph (f) of the proposed AD needs clarification; 
however, we do not agree that it should be removed. We have rewritten 
paragraph (f) of the final rule for clarity and defined the type of 
inspection required. Revision 2 of the service bulletin is ``singled 
out'' because it recommended using CIC Titanine JC5A, which does not 
provide adequate corrosion protection for the joints specified, and 
Revision 3 recommends refinishing those joints with CIC BMS 3-27 or BMS 
3-38, which does provide adequate corrosion protection. The definition 
of ``the most recent inspection,'' as specified in paragraph (f) of the 
proposed AD, is the last spline inspection completed as of the 
effective date of the AD. In addition, we have added sub-paragraphs 
(f)(1) and (f)(2) to this final rule to add an optional inspection, 
which would extend the compliance time for the current inspection to 6 
years and adds the option of doing either the Part 1 (which is not as 
extensive as Part 3) or the Part 3 inspection within 3 years after the 
most recent inspection done in accordance with Revision 2 of the 
service bulletin, or within 90 days after the effective date of this 
AD. This change matches the compliance time recommended in Revision 3 
of the referenced service bulletin, and also alleviates any undue 
burden to operators caused by the compliance time specified in the 
proposed AD.

Request To Change Cost Impact

    One commenter estimates the tasks generated by the inspections 
specified in the proposed AD would require 128 work hours per airplane 
at an overall cost of $985,600. The commenter states that the proposed 
AD specifies 2 work hours for the current inspections and 2 work hours 
for the new inspections. The commenter notes that these estimates are 
substantially lower than the actual cost impact. The commenter also 
states that there is no cost specified for the spline rework or 
replacement.
    We agree that access to the area under the inboard trailing edge 
flaps is not a task normally accomplished during routine maintenance, 
as the flaps are never removed during such maintenance, so the work 
hours required for access and close up should be added. We have changed 
the work hours for the spline inspection specified in the Cost Impact 
section in this final rule from 2 to 127 work hours (we estimate an 
additional 125 work hours). We also have reduced the number of 
airplanes specified in this section as it has changed since issuance of 
the proposed AD. We do not agree that the work hours for the spline 
rework or replacement should be added to the final rule as this is an 
on-condition action that would be done only if discrepancies are found. 
No change to the final rule is necessary in this regard.

Request for Editorial Changes

    One commenter asks for the following editorial changes to the 
proposed AD:
    [sbull] Change the service bulletin reference in paragraph (a)(3) 
of the proposed AD from ``Part 4'' to ``Figure 4.'' The commenter 
states that Part 4 provides spline rework instructions, and Figure 4 
provides instructions for the external corrosion removal for the collar 
fitting.
    We agree with the commenter, as we inadvertently referenced ``Part 
4'' instead of ``Figure 4'' in paragraph (a)(3) of the proposed AD. We 
have changed paragraph (a)(3) of this final rule accordingly.
    [sbull] Change paragraph (a)(4)(ii) of the proposed AD to reference 
Part 3 of the service bulletin as follows ``* * * before further 
flight, repair the corrosion in accordance with Part 3 and Part 4 of 
the Accomplishment Instructions of Revision 3 of the service bulletin * 
* *'' The commenter states that Part 3 provides procedures for spline 
component removal and an inspection required before accomplishing the 
rework in Part 4 of the service bulletin.
    We agree with the commenter that paragraph (a)(4)(ii) of the 
proposed AD, which would require accomplishment of Part 2 and repair of 
any corrosion in accordance with Part 4, should be clarified. Part 2 of 
the service bulletin specifies doing Part 3 and Part 4 if corrosion of 
the collar fittings and torque tube is found. We have changed paragraph 
(a)(4)(ii) of this final rule accordingly.
    [sbull] Change paragraph (d) of the proposed AD to add, ``* * * 
refinish

[[Page 42575]]

and reassemble the parts in accordance with the service bulletin.''
    We agree with the commenter that paragraph (d) of the proposed AD 
should be changed. We have changed paragraph (d) of this final rule, 
for clarification and consistency, to state, ``* * * refinish and 
reassemble the parts with liberal coatings of corrosion-inhibiting 
compound (CIC) BMS 3-27 or BMS 3-38, in accordance with the service 
bulletin.''
    [sbull] Change paragraph (h) of the proposed AD to explicitly 
specify line numbers 704, 719, and 720, and change the end of the last 
sentence, for clarification, to read, at the time specified in 
paragraph (g) of this AD.'' The commenter states that this change is 
necessary for clarification of the applicability and compliance time 
specified in this paragraph. The commenter notes that paragraph (h) of 
the proposed AD is applicable only to those three airplanes which were 
assembled with BMS 3-27, not the MIL-G-23827 grease, after the proposed 
AD was issued. The commenter adds that without this change operators 
may be confused as to the applicability and the exact compliance time.
    We agree with the commenter that paragraph (i) of the final rule 
(paragraph (h) of the proposed AD) should be changed, for the reasons 
specified. Paragraph (i) of this final rule has been changed to specify 
line numbers 704, 719, and 720, and to add, ``at the time specified in 
paragraph (h) of this AD'' (paragraph (g) of the proposed AD) at the 
end of the last sentence, for clarity.

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 previously 
described. 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 691 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 293 airplanes of U.S. registry 
will be affected by this AD.
    The actions that are currently required by AD 98-22-12 take 
approximately 2 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the currently required actions is estimated to be $120 per 
airplane, per inspection cycle.
    The new inspections and refinishing that are required by this AD 
action will take approximately 127 work hours (including access and 
close up) per airplane to accomplish, at an average labor rate of $60 
per work hour. Based on these figures, the cost impact of the 
inspections and refinishing required by this AD on U.S. operators is 
estimated to be $2,232,660, or $7,620 per airplane, per cycle.
    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 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

0
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

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. Section 39.13 is amended by removing amendment 39-10859 (63 FR 
57577, October 28, 1998), and by adding a new airworthiness directive 
(AD), amendment 39-13228, to read as follows:

2003-14-09 Boeing: Amendment 39-13228. Docket 2001 NM-395-AD. 
Supersedes AD 98-22-12, Amendment 39-10859.

    Applicability: Model 767 series airplanes, line numbers 1 
through 749 inclusive, 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 (k)(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.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent failure of the collar fittings on the inboard 
trailing edge flaps, which could result in separation of the flap 
and consequent reduced controllability of the airplane, accomplish 
the following:

Restatement of Requirements of AD 98-22-12

Detailed Inspections/Corrective Actions

    (a) For airplanes having line numbers 1 through 721 inclusive, 
except as provided by paragraphs (c) and (e) of this AD: Within 8 
years since the date of manufacture of the airplane, or within 90 
days after November 12, 1998 (the effective date of AD 98-22-12, 
amendment 39-10859), whichever occurs later; perform a detailed 
inspection of the collar fittings of both inboard trailing edge 
flaps to detect cracks, corrosion, or staining, in accordance with 
Part 1 of the Accomplishment Instructions of Boeing Alert Service 
Bulletin 767-57A0066, Revision 1, dated August 6, 1998; or Revision 
3, including Appendices A and B, dated December 19, 2001. As of the 
effective date of this AD, only Revision 3 shall be used.

    Note 2: For the purposes of this AD, a detailed 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

[[Page 42576]]

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 cracked, corroded, or stained collar fitting is found, 
repeat the detailed inspection required by paragraph (a) of this AD 
thereafter at intervals not to exceed 120 days until accomplishment 
of paragraph (d) or (e) of this AD, as applicable.
    (2) If any cracked collar fitting is found, prior to further 
flight, install a new or serviceable collar fitting in accordance 
with Part 2 of the Accomplishment Instructions of the alert service 
bulletin.
    (3) If any corroded collar fitting is found, prior to further 
flight, repair the corrosion in accordance with Figure 4 of the 
Accomplishment Instructions of Revision 3 of the service bulletin; 
or in accordance with a method approved by the Manager, Seattle 
Aircraft Certification Office (ACO), FAA.
    (4) If any stained collar fitting is found, accomplish the 
requirements of paragraphs (a)(4)(i) and (a)(4)(ii) of this AD at 
the compliance times specified.
    (i) Repeat the detailed inspection required by paragraph (a) of 
this AD thereafter at intervals not to exceed 45 days; and
    (ii) Within 18 months after finding the stained collar fitting, 
accomplish Part 2 of the Accomplishment Instructions of the alert 
service bulletin. If any corroded collar fitting is found, before 
further flight, repair the corrosion in accordance with Part 3 and 
Part 4 of the Accomplishment Instructions of Revision 3 of the 
service bulletin; or in accordance with a method approved by the 
Manager, Seattle ACO.

New Requirements of This AD

Detailed Inspection

    (b) For airplane line number 723: Within 8 years since the date 
of manufacture of the airplane, or within 90 days after the 
effective date of this AD, whichever is later; do a detailed 
inspection of the collar fittings of both inboard trailing edge 
flaps to detect cracks, corrosion, or staining, as specified in 
paragraph (a) of this AD, in accordance with Part 1 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
57A0066, Revision 3, including Appendices A and B, dated December 
19, 2001. Then do the applicable actions specified in paragraphs 
(a)(1), (a)(2), (a)(3), and (a)(4) of this AD.

Repetitive Inspections/Follow-On and Corrective Actions

    (c) For airplanes having line numbers 1 through 703 inclusive, 
705 through 715 inclusive, 717, 718, 721, and 723; and for the 
right-hand side of the airplane on line number 716: Within 10 years 
since the date of manufacture of the airplane, or within 4 years 
after the effective date of this AD, whichever is later; do a spline 
inspection of the collar fittings, torque tube, and splined bushings 
for discrepancies (including cracks, fractures, corrosion, corrosion 
pits, and light wear), in accordance with Part 3 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
57A0066, Revision 3, including Appendices A and B, dated December 
19, 2001. Accomplishment of the inspections required by this 
paragraph, before the initial inspection required by paragraph (a) 
of this AD, meets the inspection requirements in paragraph (a) of 
this AD.
    (d) If no discrepancy is found during any inspection required by 
paragraph (c) or (h) of this AD, before further flight, refinish and 
reassemble the parts with liberal coatings of corrosion-inhibiting 
compound (CIC) BMS 3-27 or BMS 3-38, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
57A0066, Revision 3, including Appendices A and B, dated December 
19, 2001; and repeat the inspection every 24,000 flight cycles or 12 
years, whichever is first. Accomplishment of this paragraph 
terminates the repetitive inspections required by paragraph (a) of 
this AD.
    (e) If any discrepancy is found during any inspection required 
by paragraph (c) or (h) of this AD, before further flight, do the 
actions specified in either paragraph (e)(1) or (e)(2) of this AD in 
accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 767-57A0066, Revision 3, including Appendices A and 
B, dated December 19, 2001. Accomplishment of this paragraph 
terminates the repetitive inspections required by paragraph (a) of 
this AD.
    (1) Replace the affected part with a new part, and reassemble 
the joint with liberal coatings of CIC BMS 3-27 or BMS 3-38, in 
accordance with the Accomplishment Instructions of the service 
bulletin. Repeat the applicable inspection specified in paragraph 
(c) or (h) of this AD every 24,000 flight cycles or 12 years, 
whichever is first.
    (2) Rework the affected part, and reassemble the joint with 
liberal coatings of CIC BMS 3-27 or BMS 3-38, in accordance with the 
Accomplishment Instructions of the service bulletin. Repeat the 
applicable inspection specified in paragraph (c) or (h) of this AD, 
as specified in paragraph (e)(2)(i), (e)(2)(ii), or (e)(2)(iii) of 
this AD, as applicable.
    (i) If five or fewer spline lengths are reworked per Figure 8 of 
the service bulletin, repeat the inspection every 24,000 flight 
cycles or 12 years, whichever is first.
    (ii) If more than five spline lengths, but fewer than or equal 
to the maximum number of spline lengths allowed per Figure 8 of the 
service bulletin are reworked, repeat the inspection every 12,000 
flight cycles or 6 years, whichever is first.
    (iii) If more than the maximum number of spline lengths allowed 
per Figure 8 of the service bulletin are reworked, before further 
flight, replace the splined component and repeat the inspection 
every 24,000 flight cycles or 12 years, whichever is first.

Additional Inspections for Airplanes Inspected per Revision 2 of 
the Service Bulletin

    (f) For any airplane on which the spline inspection was done in 
accordance with Part 3 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 767-57A0066, Revision 2, dated February 18, 
1999; and on which the CIC Titanine JC5A was used, or the 
maintenance records are inconclusive of the type of CIC used: Do the 
applicable inspection specified in Part 1 or Part 3 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
57A0066, Revision 3, including Appendices A and B, dated December 
19, 2001; at the applicable time specified in paragraph (f)(1) or 
(f)(2) of this AD.
    (1) Within 3 years after the last spline inspection done in 
accordance with Revision 2 of the service bulletin, or within 90 
days after the effective date of this AD, whichever is later, do the 
applicable inspection specified in either Part 1 or Part 3 of 
Revision 3 of the service bulletin. Before further flight after 
accomplishment of the Part 1 inspection, do the applicable follow-on 
actions specified in paragraphs (a)(1), (a)(2), (a)(3), and (a)(4) 
of this AD. Before further flight after accomplishment of the Part 3 
inspection, do the applicable follow-on actions specified in 
paragraphs (d) and (e) of this AD.
    (2) Within 6 years after the last spline inspection done in 
accordance with Revision 2 of the service bulletin, do the spline 
inspection specified in Part 3 of Revision 3 of the service 
bulletin, unless already accomplished per paragraph (f)(1) of this 
AD. Before further flight after accomplishment of the inspection, do 
the applicable follow-on actions specified in paragraphs (d) and (e) 
of this AD.

Credit for Previously Accomplished Inspections

    (g) Accomplishment of the spline inspection of the collar 
fittings, torque tube, and splined bushings per Part 3 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 767-
57A0066, Revision 2, dated February 18, 1999; and on which the 
maintenance records are conclusive that CIC Titanine JC5A was not 
used, is considered acceptable for the initial inspections required 
by paragraphs (c) and (h) of this AD.

Airplanes Assembled With BMS 3-27

    (h) For airplanes having line numbers 704, 719, 720, 722, and 
724 through 749 inclusive; and for the left-hand side of the 
airplane on line number 716: Within 12 years since the date of 
manufacture of the airplane, or within 24,000 flight cycles after 
the effective date of this AD, whichever is first; do a spline 
inspection of the collar fittings, torque tube, and splined bushings 
for discrepancies (including cracks, fractures, corrosion, corrosion 
pits, and light wear). Do the inspection in accordance with Part 3 
of the Accomplishment Instructions of Boeing Alert Service Bulletin 
767-57A0066, Revision 3, including Appendices A and B, dated 
December 19, 2001; then, before further flight, do the applicable 
actions specified in either paragraph (d) or (e) of this AD.
    (i) For airplanes having line numbers 704, 719, and 720: If the 
initial inspection required by paragraph (a) of this AD has not been 
done as of the effective date of this AD, operators may do the 
inspection required by paragraph (h) of this AD in lieu of the 
inspection required by paragraph (a) of this AD, at the time 
specified in paragraph (h) of this AD.

[[Page 42577]]

Use of Titanine JC5A Prohibited

    (j) As of the effective date of this AD, no person shall use the 
CIC Titanine JC5A on the collar fittings, torque tube, and splined 
bushings on any airplane.

Alternative Methods of Compliance

    (k)(1) 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 ACO. 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.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 98-22-12, Amendment 39-10859, are not considered 
to be approved as alternative methods of compliance with this AD.

    Note 3: 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

    (l) 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 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (m) Unless otherwise provided in this AD, the actions shall be 
done in accordance with Boeing Alert Service Bulletin 767-57A0066, 
Revision 1, dated August 6, 1998; or Boeing Alert Service Bulletin 
767-57A0066, Revision 3, including Appendices A and B, dated 
December 19, 2001.
    (1) The incorporation by reference of Boeing Alert Service 
Bulletin 767-57A0066, Revision 3, including Appendices A and B, 
dated December 19, 2001, is approved by the Director of the Federal 
Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 767-57A0066, Revision 1, dated August 6, 1998, as listed in 
the regulations, was approved previously by the Director of the 
Federal Register as of November 12, 1998 (63 FR 57577, October 28, 
1998).
    (3) 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

    (n) This amendment becomes effective on August 22, 2003.

    Issued in Renton, Washington, on July 7, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-17692 Filed 7-17-03; 8:45 am]
BILLING CODE 4910-13-P