[Federal Register Volume 69, Number 28 (Wednesday, February 11, 2004)]
[Proposed Rules]
[Pages 6587-6592]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-2959]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-186-AD]
RIN 2120-AA64


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

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of three existing 
airworthiness directives (AD), applicable to certain Boeing Model 767-
200, -300, and -300F series airplanes. One AD currently requires 
modification of the nacelle strut and wing structure for certain Boeing 
Model 767-200, -300, and -300F series airplanes powered by Pratt & 
Whitney engines. The second AD currently requires a similar 
modification for certain Boeing Model 767-200, -300, and -300F series 
airplanes powered by General Electric engines. The third AD currently 
requires repetitive inspections for cracking of the outboard pitch load 
fittings of the wing front spar, and corrective action if necessary, 
for certain Boeing Model 767-200 series airplanes. The third AD also 
provides a terminating action for the repetitive inspections, which is 
optional for uncracked pitch load fittings. This proposed AD would 
require, for airplanes subject to the first and second existing ADs on 
which certain modifications have been accomplished previously, 
reworking the aft pitch load fitting, and installing a new diagonal 
brace fuse pin. This proposed AD also would require, for airplanes 
subject to the third existing AD, replacing the outboard pitch load 
fitting of the wing front spar with a new, improved fitting, which 
would terminate certain currently required repetitive inspections. The 
actions specified by the proposed AD are intended to prevent fatigue 
cracking in primary strut structure, which could result in separation 
of the strut and engine from the airplane. This action is intended to 
address the identified unsafe condition.

DATES: Comments must be received by March 29, 2004.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-186-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2002-NM-186-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 or 2000 or 
ASCII text.
    The service information referenced in the proposed rule may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

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:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed rule by submitting such written data, views, or arguments as 
they may desire. Communications shall identify the Rules Docket number 
and be submitted in triplicate to the address specified above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this action may be changed in 
light of the comments received.
    Submit comments using the following format:
     Organize comments issue-by-issue. For example, 
discuss a request to change the compliance time and a request to change 
the service bulletin reference as two separate issues.
     For each issue, state what specific change to 
the proposed AD is being requested.
     Include justification (e.g., reasons or data) 
for each request.

[[Page 6588]]

    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2002-NM-186-AD.'' The postcard will be date stamped 
and returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 2002-NM-186-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On January 17, 2001, the FAA issued AD 2001-02-07, amendment 39-
12091 (66 FR 8085, January 29, 2001), applicable to certain Boeing 
Model 767-200, -300, and -300F series airplanes powered by Pratt & 
Whitney engines. On March 22, 2001, we issued AD 2001-06-12, amendment 
39-12159 (66 FR 17492, April 2, 2001), applicable to certain Boeing 
Model 767-200, -300, and -300F series airplanes powered by General 
Electric engines. Those ADs require modification of the nacelle strut 
and wing structure. Those actions were prompted by the airplane 
manufacturer's structural reassessment of the damage tolerance 
capabilities of Boeing Model 767 series airplanes, which indicated that 
the actual operational loads on the nacelle strut and wing structure 
are higher than the analytical loads used during the initial design. 
Service history and analysis subsequent to this reassessment revealed 
numerous reports of fatigue cracking of the primary structure that 
occurred prior to the airplane's reaching its design service objective 
of 20 years or 50,000 total flight cycles. The requirements of those 
ADs are intended to prevent fatigue cracking in primary strut structure 
and consequent reduced structural integrity of the strut.
    Later, on April 18, 2001, we issued AD 2001-08-23, amendment 39-
12200 (66 FR 21069, April 27, 2001), applicable to certain Boeing Model 
767-200 series airplanes. That AD requires repetitive inspections for 
cracking of the outboard pitch load fittings of the wing front spar, 
and corrective action if necessary. That AD also provides a terminating 
action for the repetitive inspections, which is optional for uncracked 
pitch load fittings. That action was prompted by reports that fatigue 
cracking of the outboard pitch load fittings on the wing front spar had 
been found on certain Boeing Model 767-200 series airplanes. The 
requirements of that AD are intended to find and fix cracking of the 
outboard pitch load fittings of the wing front spar, which could lead 
to loss of the upper link load path and result in separation of the 
strut and engine from the airplane.

Actions Since Issuance of Previous Rules

    AD 2001-02-07 cites Boeing Service Bulletin 767-54-0080, dated 
October 7, 1999; and AD 2001-06-12 cites Boeing Service Bulletin 767-
54-0081, dated July 29, 1999; as the appropriate sources of service 
information for the primary actions required by those ADs. Since the 
issuance of those ADs, we have received reports that certain parts kits 
supplied by the airplane manufacturer for the modifications specified 
in those service bulletins contained bushings for the aft pitch load 
fitting that were too large in the inner diameter. This discrepancy 
could cause an excessive gap between the diagonal brace fuse pin and 
the aft pitch load fitting, which could reduce the life of the fuse 
pin. Failure of the fuse pin, if not corrected, would result in 
increased loads in the other wing-to-strut joints, which could result 
in separation of the strut and engine from the airplane.
    With regard to AD 2001-08-23, the preamble to that AD explains that 
we consider the requirements in that AD ``interim action'' and that 
we're considering further rulemaking to require replacing the outboard 
pitch load fitting of the wing front spar with a new, improved fitting. 
(AD 2001-08-23 provides for that replacement as an optional terminating 
action for uncracked pitch load fittings, or as a required terminating 
action for cracked pitch load fittings.) We now have determined that 
further rulemaking is indeed necessary, and this proposed AD follows 
from that determination.

Explanation of Relevant Service Information

    We have reviewed and approved Boeing Service Bulletin 767-54-0080, 
Revision 1, dated May 9, 2002; and 767-54-0081, Revision 1, dated 
February 7, 2002. Those service bulletins describe procedures similar 
to those in the original issue of the service bulletins, which are 
referenced in ADs 2001-02-07 and 2001-06-12. However, for both service 
bulletins, Revision 1 describes additional work that is necessary for 
airplanes in certain groups. For airplanes in Groups 4 through 10 in 
Boeing Service Bulletin 767-54-0080, Revision 1; and in Groups 3 
through 12 in Boeing Service Bulletin 767-54-0081, Revision 1; on which 
the actions in the original issue of the service bulletin were 
accomplished; the additional work includes installing new markers on 
the diagonal brace of the left-hand and right-hand struts, reworking 
the aft load pitch fitting, and installing a new diagonal brace fuse 
pin. For airplanes in Group 1 of those service bulletins, the 
additional work includes replacing the outboard pitch load fitting of 
the wing front spar in accordance with Boeing Service Bulletin 767-
57A0070 (described below).
    We have reviewed and approved Boeing Service Bulletin 767-57A0070, 
Revision 3, dated November 8, 2001, which is effective for certain 
Model 767-200 series airplanes. (AD 2001-08-23 refers to Revision 1 of 
that service bulletin, dated November 16, 2000, as the appropriate 
source of service information for the actions required by that AD.) 
Among other actions, Revision 3 of the service bulletin describes 
procedures for replacing the outboard pitch load fitting of the wing 
front spar, on the left- and right-hand sides of the airplane, with a 
new, improved fitting. Procedures for this replacement include doing a 
high frequency eddy current (HFEC) inspection for damaged fastener 
holes, oversizing the fastener holes and repeating the HFEC inspections 
if necessary, installing an improved outboard pitch load fitting, and 
machining the outboard pitch load fitting. Boeing Service Bulletin 767-
57A0070, Revision 3, refers to Boeing Service Bulletin 767-57-0053 as 
an appropriate source of service information for additional necessary 
actions. (Paragraph (b) of AD 2001-02-07 requires, among other actions, 
accomplishment of the actions specified in Boeing Service Bulletin 767-
57-0053, Revision 2, dated September 23, 1999.)
    We have also reviewed and approved Boeing Service Bulletin 767-29-
0057, Revision 1, dated August 14, 2003. (Paragraph (b) of AD 2001-02-
07 and paragraph (b) of AD 2001-06-12 refer to the original issue of 
that service bulletin, dated December 16, 1993; as an acceptable source 
of service information for certain actions required to be accomplished 
prior to or concurrently

[[Page 6589]]

with the modification of the nacelle strut and wing structure required 
by paragraph (a) of those ADs.) Revision 1 of the service bulletin 
describes procedures for changing wire bundle routing and improving 
wire bundle support to ensure that there is sufficient separation 
between wire bundles and hydraulic tubes in the aft fairing area of the 
strut. These procedures are essentially the same as those described in 
the original issue of the service bulletin. Thus, we have revised 
paragraph (b) (under the heading ``Requirements of AD 2001-02-07'') and 
paragraph (e) (under the heading ``Requirements of AD 2001-06-12'') in 
this proposed AD to refer to Boeing Service Bulletin 767-29-0057, 
Revision 1, as an acceptable source of service information for the 
applicable actions required by those paragraphs.
    We have also reviewed and approved Boeing Service Bulletin 767-
54A0094, Revision 2, dated February 7, 2002. (Paragraph (b) of AD 2001-
02-07 and paragraph (b) of AD 2001-06-12 refer to Revision 1 of that 
service bulletin, dated September 16, 1999; as an acceptable source of 
service information for certain actions required to be accomplished 
prior to or concurrently with the modification of the nacelle strut and 
wing structure required by paragraph (a) of those ADs.) Revision 2 of 
the service bulletin describes procedures for a detailed visual 
inspection for cracking of the forward and aft lugs of the diagonal 
brace, and follow-on actions. There are no substantial differences 
between the procedures in Revisions 1 and 2 of the service bulletin. 
Thus, we have revised paragraph (b) (under the heading ``Requirements 
of AD 2001-02-07'') and paragraph (e) (under the heading ``Requirements 
of AD 2001-06-12'') in this proposed AD to refer to Boeing Service 
Bulletin 767-54A0094, Revision 2, as an acceptable source of service 
information for the applicable actions required by that paragraph.
    Accomplishment of the actions specified in Boeing Service Bulletins 
767-54-0080, Revision 1, and 767-57A0070, Revision 3, along with the 
other service bulletins specified in AD 2001-02-07, is intended to 
adequately address the identified unsafe condition.

Explanation of Requirements of Proposed Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, the 
proposed AD would supersede ADs 2001-02-07 and 2001-06-12 to continue 
to require modification of the nacelle strut and wing structure. For 
certain airplanes on which certain modifications have been accomplished 
previously, the proposed AD would require reworking the aft load pitch 
fitting, and installing a new diagonal brace fuse pin. The proposed AD 
also would supersede AD 2001-08-23 to continue to require repetitive 
inspections for cracking of the outboard pitch load fittings of the 
wing front spar, and corrective action if necessary. For certain 
airplanes, the proposed AD would require replacing the outboard pitch 
load fitting of the wing front spar with a new, improved fitting on the 
left- and right-hand sides of the airplane, which would terminate the 
repetitive inspections required by AD 2001-08-23. Except as discussed 
below under the heading ``Differences Between Proposed AD and Service 
Bulletins,'' the actions would be required to be accomplished in 
accordance with the service bulletins described previously in this 
proposed AD, as well as other service bulletins that were referenced in 
ADs 2001-02-07 and 2001-06-12.

Differences Between Proposed AD and Service Bulletins

    Although the Accomplishment Instructions of Revision 1 of Boeing 
Service Bulletins 767-54-0080 and 767-54-0081 specify installing new 
markers on the diagonal brace of the left-hand and right-hand struts, 
the proposed AD would not require such installation. We find that not 
installing such markers will not affect safety of flight for the 
affected airplane fleet.
    Paragraphs (k) and (l) of this proposed AD specify an inspection to 
determine the part number of the aft pitch load fitting. While Revision 
1 of Boeing Service Bulletins 767-54-0080 and 767-54-0081 state that 
rework of the aft pitch load fitting is not necessary if an aft pitch 
load fitting was reworked previously, those service bulletins do not 
provide for determining the part number of the aft pitch load fitting. 
We find that an inspection is the best method for operators to use to 
determine the part number of the aft load pitch fitting.

Explanation of Changes to Existing Requirements

    For clarification, we have revised all references to ``Boeing Model 
767 series airplanes'' from ADs 2001-02-07 and 2001-06-12 to refer more 
specifically to Boeing Model 767-200, -300, and -300F series airplanes. 
Boeing Model 767-400ER series airplanes are not subject to these ADs.
    For clarity, we have revised paragraph (b) of this proposed AD, 
under the heading ``Requirements of AD 2001-02-07,'' to remove a 
reference to page 8 of Boeing Service Bulletin 767-54-0080. Similarly, 
we have revised paragraphs (d)(1) and (e) of this proposed AD, under 
the heading ``Requirements of AD 2001-06-12,'' to remove references to 
pages 8 and 54 of Boeing Service Bulletin 767-54-0081.
    Paragraph (b) of AD 2001-02-07 states that accomplishment of that 
paragraph constitutes terminating action for AD 99-07-06, amendment 39-
11091 (64 FR 14578, March 26, 1999). AD 99-07-06 has been superseded by 
AD 2000-07-05, amendment 39-11659 (65 FR 18883, April 10, 2000). 
Therefore, we have revised paragraph (b) of this proposed AD to refer 
to AD 2000-07-05 instead of AD 99-07-06.
    Similarly, we have revised paragraph (b) of this proposed AD to 
note that accomplishment of that paragraph constitutes terminating 
action for AD 2000-12-17, amendment 39-11795 (65 FR 37843, June 19, 
2000). AD 2000-12-17 requires accomplishment of the actions specified 
in Boeing Service Bulletin 767-57-0053, Revision 2, and paragraph (g) 
of that AD states that modification of the nacelle strut and wing 
structure in accordance with Boeing Service Bulletin 767-54-0080 
constitutes terminating action for the actions required by AD 2000-12-
17. A reference to AD 2000-12-17 would have been appropriate in AD 
2001-02-07 but was inadvertently omitted.
    Also, we have revised the cost impact estimate in this proposed AD 
for the actions specified in Boeing Service Bulletin 767-54-0080 and 
767-54-0081. These changes are due in part to increases in the work 
hour estimates in that service bulletin. For the actions in Boeing 
Service Bulletin 767-54-0080, the revision of the cost impact estimate 
is due to our determination that, in this case, it is appropriate to 
include time for gaining access and closing up in the cost impact 
estimate. While cost impact figures in AD actions typically do not 
include incidental costs such as the time required to gain access and 
close up, we find that certain actions associated with gaining access 
to perform the actions that would be required by this proposed AD 
(e.g., removing engines, draining fuel) would not ordinarily be 
accomplished if this proposed AD were not adopted. (AD 2001-06-12 
already includes time for gaining access and closing up in the cost 
impact estimate for the actions associated with Boeing Service Bulletin 
767-54-0081.)

Cost Impact

    There are approximately 619 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that

[[Page 6590]]

255 airplanes of U.S. registry would be affected by this proposed AD.
    The following table shows the estimated costs associated with the 
actions currently required by ADs 2001-02-07, 2001-06-12, and 2001-08-
23, at an average labor rate of $65 per work hour:

                                                    Estimated Cost Impact--Actions Currently Required
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                 Number of
                                              affected U.S.-                                                         Cost per
    Actions in Boeing Service Bulletin--        registered      Work hours               Parts cost                  airplane            Fleet cost
                                                 airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
767-54-0080.................................              86      \1\ 1,423-  Free............................     $92,495-98,735   $7,954,570-8,491,210
                                                                       1,519
767-54-0081.................................             169       \1\ 1,474  Free............................             95,810             16,191,890
767-54-0069.................................             249             106  Free............................              6,890              1,715,610
767-54-0083.................................             228               1  Free............................                 65                 14,820
767-54-0088.................................             255               2  Free............................                130                 33,150
767-54A0094.................................             117              20  Free............................              1,300                152,100
767-57-0053.................................             255               5  None............................                325                 82,875
767-29-0057.................................             200              16  Free............................              1,040                208,000
767-57A0070.................................              67               4  None............................            \2\ 260            \2\ 17,420
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ Including time for gaining access and closing up.
\2\ Per inspection cycle.

    For affected airplanes, the new inspection to determine the part 
number of the aft load pitch fittings that is proposed in this AD 
action would take approximately 1 work hour per airplane to accomplish, 
at an average labor rate of $65 per work hour. Based on these figures, 
the cost impact of this proposed requirement is estimated to be $65 per 
airplane.
    For affected airplanes, the new replacement of the outboard pitch 
load fittings that is proposed in this AD action would take 
approximately 14 work hours per airplane to accomplish, at an average 
labor rate of $65 per work hour. Required parts would cost 
approximately $14,438 per airplane. Based on these figures, the cost 
impact of this proposed requirement is estimated to be $15,348 per 
airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the current or proposed 
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; however, as explained 
previously, time to gain access and close up has been included for 
certain actions in this proposed AD.

Regulatory Impact

    The regulations proposed herein would not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, it 
is determined that this proposal would not have federalism implications 
under Executive Order 13132.
    For the reasons discussed above, I certify that this proposed 
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) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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 removing amendments 39-12091 (66 FR 
8085, January 29, 2001), 39-12159 (66 FR 17492, April 2, 2001), and 39-
12200 (66 FR 21069, April 27, 2001); and by adding a new airworthiness 
directive (AD), to read as follows:

Boeing: Docket 2002-NM-186-AD. Supersedes AD 2001-02-07, amendment 
39-12091; AD 2001-06-12, amendment 39-12159; and AD 2001-08-23, 
amendment 39-12200.

    Applicability: Model 767-200, -300, and -300F series airplanes; 
certificated in any category; line numbers (L/Ns) 1 through 663 
inclusive; powered by Pratt & Whitney or General Electric engines.
    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent fatigue cracking in primary strut structure, which 
could result in separation of the strut and engine from the 
airplane, accomplish the following:

Requirements of AD 2001-02-07

Modifications

    (a) For Model 767-200, -300, and -300F series airplanes powered 
by Pratt & Whitney engines, L/Ns 1 through 663 inclusive: When the 
airplane has reached the flight cycle threshold as defined by the 
flight cycle threshold formula described in Figure 1 of Boeing 
Service Bulletin 767-54-0080, dated October 7, 1999, or Revision 1, 
dated May 9, 2002; or within 20 years since the date of manufacture; 
whichever occurs first; modify the nacelle strut and wing structure 
on both the left-hand and right-hand sides of the airplane, in 
accordance with the service bulletin. Use of the flight cycle 
threshold formula described in Figure 1 of the service bulletin is 
an acceptable alternative to the 20-year threshold, provided the 
corrosion prevention and control program inspections, as described 
in paragraphs 1 and 2 of Figure 1, have been met. As of the 
effective date of this AD, only Revision 1 of the service bulletin 
may be used.
    (b) For Model 767-200, -300, and -300F series airplanes powered 
by Pratt & Whitney engines, L/Ns 1 through 663 inclusive: Prior to 
or concurrently with the accomplishment

[[Page 6591]]

of the modification of the nacelle strut and wing structure required 
by paragraph (a) of this AD; as specified in paragraph 1.D., Table 
2, of Boeing Service Bulletin 767-54-0080, dated October 7, 1999, or 
Revision 1, dated May 9, 2002; accomplish the actions specified in 
Boeing Service Bulletins 767-54-0069, Revision 1, dated January 29, 
1998, or Revision 2, dated August 31, 2000; 767-54-0083, dated 
September 17, 1998; 767-54-0088, Revision 1, dated July 29, 1999; 
767-54A0094, Revision 1, dated September 16, 1999, or Revision 2, 
dated February 7, 2002; 767-57-0053, Revision 2, dated September 23, 
1999; and 767-29-0057, dated December 16, 1993, including Notice of 
Status Change NSC 1, dated November 23, 1994, or Revision 1, dated 
August 14, 2003; as applicable; in accordance with those service 
bulletins. Accomplishment of this paragraph constitutes terminating 
action for the repetitive inspections required by AD 94-11-02, 
amendment 39-8918; AD 2000-07-05, amendment 39-11659; and AD 2000-
12-17, amendment 39-11795.

    Note 1: Paragraph (b) of this AD specifies prior or concurrent 
accomplishment of Boeing Service Bulletin 767-57-0053, Revision 2, 
dated September 23, 1999; however, Table 2 of Boeing Service 
Bulletin 767-54-0080, dated October 7, 1999, specifies prior or 
concurrent accomplishment of the original issue of the service 
bulletin. Therefore, accomplishment of the applicable actions 
specified in Boeing Service Bulletin 767-57-0053, dated June 27, 
1996, or Revision 1, dated October 31, 1996, prior to the effective 
date of this AD, is considered acceptable for compliance with the 
actions in Boeing Service Bulletin 767-57-0053 required by paragraph 
(b) of this AD.

Repair

    (c) For Model 767-200, -300, and -300F series airplanes powered 
by Pratt & Whitney engines, L/Ns 1 through 663 inclusive: If any 
damage (corrosion or cracking) to the airplane structure is found 
during the accomplishment of the modification required by paragraph 
(a) of this AD; and the service bulletin specifies to contact Boeing 
for appropriate action: Prior to further flight, repair in 
accordance with a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA; or in accordance with data meeting 
the type certification basis of the airplane approved by a Boeing 
Company Designated Engineering Representative (DER) who has been 
authorized by the FAA to make such findings. For a repair method to 
be approved by the Manager, Seattle ACO, as required by this 
paragraph, the Manager's approval letter must specifically reference 
this AD.

Requirements of AD 2001-06-12

Modification

    (d) For Model 767-200, -300, and -300F series airplanes powered 
by General Electric engines, L/Ns 1 through 663 inclusive: Modify 
the nacelle strut and wing structure on both the left-hand and 
right-hand sides of the airplane, in accordance with Boeing Service 
Bulletin 767-54-0081, dated July 29, 1999; or Revision 1, dated 
February 7, 2002; at the later of the times specified in paragraphs 
(d)(1) and (d)(2) of this AD. After the effective date of this AD, 
only Revision 1 may be used.
    (1) Prior to the accumulation of 37,500 total flight cycles, or 
within 20 years since date of manufacture, whichever occurs first. 
Use of the optional threshold formula described in Figure 1 of the 
service bulletin is an acceptable alternative to the 20-year 
threshold provided that the conditions specified in Figure 1 of the 
service bulletin are met. For the optional threshold formula in 
Figure 1 to be used, actions in the service bulletins listed in Item 
2 of Figure 1 must be accomplished no later than 20 years since the 
airplane's date of manufacture.
    (2) Within 3,000 flight cycles after May 7, 2001 (the effective 
date of AD 2001-06-12).
    (e) For Model 767-200, -300, and -300F series airplanes powered 
by General Electric engines, L/Ns 1 through 663 inclusive: Prior to 
or concurrently with the accomplishment of the modification of the 
nacelle strut and wing structure required by paragraph (d) of this 
AD; as specified in paragraph 1.D., Table 2, ``Prior or Concurrent 
Service Bulletins,'' of Boeing Service Bulletin 767-54-0081, dated 
July 29, 1999; or Revision 1, dated February 7, 2002; accomplish the 
actions specified in Boeing Service Bulletin 767-29-0057, dated 
December 16, 1993, or Revision 1, dated August 14, 2003; Boeing 
Service Bulletin 767-54-0069, Revision 1, dated January 29, 1998, or 
Revision 2, dated August 31, 2000; Boeing Service Bulletin 767-54-
0083, dated September 17, 1998; Boeing Service Bulletin 767-54-0088, 
Revision 1, dated July 29, 1999; Boeing Service Bulletin 767-
54A0094, Revision 1, dated September 16, 1999, or Revision 2, dated 
February 7, 2002; and Boeing Service Bulletin 767-57-0053, Revision 
2, dated September 23, 1999; as applicable, in accordance with those 
service bulletins.

    Note 2: AD 2000-12-17, amendment 39-11795, requires 
accomplishment of Boeing Service Bulletin 767-57-0053, Revision 2, 
dated September 23, 1999. However, inspections and rework 
accomplished in accordance with Boeing Service Bulletin 767-57-0053, 
Revision 1, dated October 31, 1996, are acceptable for compliance 
with the applicable actions required by paragraph (e) of this AD.


    Note 3: AD 2000-07-05, amendment 39-11659, requires 
accomplishment of Boeing Service Bulletin 767-54A0094, dated May 22, 
1998. Inspections and rework accomplished in accordance with Boeing 
Service Bulletin 767-54A0094, dated May 22, 1998, are acceptable for 
compliance with the applicable actions required by paragraph (e) of 
this AD.


    Note 4: AD 2001-02-07, amendment 39-12091, requires 
accomplishment of Boeing Service Bulletin 767-54-0069, Revision 1, 
dated January 29, 1998, or Revision 2, dated August 31, 2000. 
Inspections and rework accomplished in accordance with those service 
bulletins are acceptable for compliance with the applicable actions 
required by paragraph (e) of this AD.

Repairs

    (f) For Model 767-200, -300, and -300F series airplanes powered 
by General Electric engines, L/Ns 1 through 663 inclusive: If any 
damage to the airplane structure is found during the accomplishment 
of the modification required by paragraph (d) of this AD, and the 
service bulletin specifies to contact Boeing for appropriate action, 
prior to further flight, repair in accordance with a method approved 
by the Manager, Seattle ACO, or a Boeing Company DER who has been 
authorized by the FAA to make such findings. For a repair method to 
be approved by the Manager, Seattle ACO, as required by this 
paragraph, the Manager's approval letter must specifically reference 
this AD.

Requirements OF AD 2001-08-23

Initial and Repetitive Inspections

    (g) For Model 767-200 series airplanes, as listed in Boeing 
Service Bulletin 767-57A0070, Revision 1, dated November 16, 2000: 
Within 30 days after May 14, 2001 (the effective date of AD 2001-08-
23, amendment 39-12200), perform a high frequency eddy current 
(HFEC) inspection for cracking of the outboard pitch load fitting of 
the wing front spar, on the left-hand and right-hand sides of the 
airplane, according to Boeing Service Bulletin 767-57A0070, Revision 
1, dated November 16, 2000; Revision 2, dated August 2, 2001; or 
Revision 3, dated November 8, 2001. If no cracking is found, repeat 
the inspection at intervals not to exceed 3,000 flight cycles or 18 
months, whichever occurs first, until paragraph (i) or (m) of this 
AD is done.

    Note 5: Inspections done prior to the effective date of this AD, 
in accordance with Boeing Service Bulletin 767-57A0070, dated March 
2, 2000, as revised by Information Notice 767-57A0070 IN 01, dated 
March 23, 2000, are considered acceptable for compliance with 
paragraph (g) of this AD.

Corrective Action

    (h) For Model 767-200 series airplanes, as listed in Boeing 
Service Bulletin 767-57A0070, Revision 1, dated November 16, 2000: 
If any cracking is found during any inspection per paragraph (g) of 
this AD, prior to further flight, do paragraph (h)(1) or (h)(2) of 
this AD.
    (1) Rework the cracked outboard pitch load fitting according to 
a method approved by the Manager, Seattle ACO, or according to data 
meeting the type certification basis of the airplane approved by a 
Boeing Company DER who has been authorized by the Manager, Seattle 
ACO, to make such findings. For a rework method to be approved by 
the Manager, Seattle ACO, as required by this paragraph, the 
Manager's approval letter must specifically reference this AD.
    (2) Replace the cracked outboard pitch load fitting with a new, 
improved fitting (including removing the existing fittings, 
performing an HFEC inspection for damage of fastener holes, 
repairing damaged fastener holes--if necessary, and installing new 
fittings of improved design), according to Boeing Service Bulletin 
767-57A0070, Revision 1, dated November 16, 2000; Revision 2, dated 
August 2, 2001; or Revision

[[Page 6592]]

3, dated November 8, 2001. Such replacement terminates the 
repetitive inspections required by paragraph (g) of this AD for the 
replaced fitting.

    Note 6: Boeing Service Bulletin 767-57A0070, Revision 1, refers 
to Boeing Service Bulletin 767-57-0053 as an additional source of 
service information for accomplishment of the replacement of the 
outboard pitch load fitting on Model 767-200 series airplanes.

Optional Terminating Action

    (i) For Model 767-200 series airplanes, as listed in Boeing 
Service Bulletin 767-57A0070, Revision 1, dated November 16, 2000: 
Replacement of the outboard pitch load fitting of the wing front 
spar with a new, improved fitting, according to Boeing Service 
Bulletin 767-57A0070, Revision 1, dated November 16, 2000; Revision 
2, dated August 2, 2001; or Revision 3, dated November 8, 2001; 
terminates the repetitive inspections required by paragraph (g) of 
this AD for the replaced fitting.

Spares

    (j) For Model 767-200 series airplanes, as listed in Boeing 
Service Bulletin 767-57A0070, Revision 1, dated November 16, 2000: 
As of May 14, 2001, no one may install on any airplane an outboard 
pitch load fitting that has a part number listed in the ``Existing 
Part Number'' column of Paragraph 2.E. of Boeing Service Bulletin 
767-57A0070, Revision 1, dated November 16, 2000.

New Requirements of This AD

Boeing Service Bulletin 767-54-0080, Revision 1, Groups 4 through 
10: Inspection and Additional Work, if Necessary

    (k) For airplanes listed in Groups 4 through 10 of Boeing 
Service Bulletin 767-54-0080, Revision 1, dated May 9, 2002, on 
which the modification required by paragraph (a) of this AD has been 
accomplished prior to the effective date of this AD: Within 18 
months after the effective date of this AD, perform an inspection of 
the aft pitch load fitting of the wing front spar to determine the 
part number (P/N) of the fitting.
    (1) If the aft pitch load fitting on the left-hand side of the 
airplane has P/N 112T7005-57 and the aft pitch load fitting on the 
right-hand side of the airplane has P/N 112T7005-58: No further 
action is required by this paragraph.
    (2) If the aft pitch load fitting on the left-hand side of the 
airplane has P/N 112T7005-53 or the aft pitch load fitting on the 
right-hand side of the airplane has P/N 112T7005-54: Within 18 
months after the effective date of this AD, rework the affected aft 
pitch load fitting and install the diagonal brace with a new fuse 
pin, in accordance with Steps E. and F. under the heading 
``Additional Work Required--Group 4 through 10 Airplanes'' in the 
Accomplishment Instructions of the service bulletin.

    Note 7: This AD does not require the installation of new markers 
that is specified under the heading ``Additional Work Required--
Group 4 through 10 Airplanes'' in the Accomplishment Instructions of 
Boeing Service Bulletin 767-54-0080, Revision 1, dated May 9, 2002.

Boeing Service Bulletin 767-54-0081, Revision 1, Groups 3 Through 
12: Inspection and Additional Work, if Necessary

    (l) For airplanes listed in Groups 3 through 12 of Boeing 
Service Bulletin 767-54-0081, Revision 1, dated February 7, 2002, on 
which the modification required by paragraph (d) of this AD has been 
accomplished prior to the effective date of this AD: Within 18 
months after the effective date of this AD, perform an inspection of 
the aft pitch load fitting of the wing front spar to determine the 
P/N of the fitting.
    (1) If the aft pitch load fitting on the left-hand side of the 
airplane has P/N 112T7005-57 and the aft pitch load fitting on the 
right-hand side of the airplane has P/N 112T7005-58: No further 
action is required by this paragraph.
    (2) If the aft pitch load fitting on the left-hand side of the 
airplane has P/N 112T7005-53 or the aft pitch load fitting on the 
right-hand side of the airplane has P/N 112T7005-54: Within 18 
months after the effective date of this AD, rework the affected aft 
pitch load fitting and install the diagonal brace with a new fuse 
pin, in accordance with Steps CB. and CC. under the heading 
``Additional Work Required--Group 3 through 12 Airplanes'' in the 
Accomplishment Instructions of the service bulletin.

    Note 8: This AD does not require the installation of new markers 
that is specified under the heading ``Additional Work Required--
Group 3 through 12 Airplanes'' in the Accomplishment Instructions of 
Boeing Service Bulletin 767-54-0081, Revision 1, dated February 7, 
2002.

L/Ns 1--101 Inclusive: Replacement of Outboard Pitch Load Fitting

    (m) For Model 767-200 series airplanes having L/Ns 1 through 101 
inclusive: At the applicable time specified in paragraph (m)(1) or 
(m)(2) of this AD, replace the outboard pitch load fitting of the 
wing front spar, on the left- and right-hand sides of the airplane, 
with a new, improved fitting, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 767-57A0070, Revision 1, 
dated November 16, 2000; Revision 2, dated August 2, 2001; or 
Revision 3, dated November 8, 2001. Accomplishment of this 
replacement constitutes terminating action for the repetitive 
inspections required by paragraph (g) of this AD.
    (1) For airplanes on which the modification required by 
paragraph (a) or (d) of this AD, as applicable, has not been 
accomplished before the effective date of this AD: Do the 
replacement prior to or concurrently with the accomplishment of the 
modification of the nacelle strut and wing structure required by 
paragraph (a) of this AD, as specified in paragraph 1.D., Table 2, 
of Boeing Service Bulletin 767-54-0080, Revision 1, dated May 9, 
2002.
    (2) For airplanes on which the modification required by 
paragraph (a) or (d) of this AD, as applicable, has been 
accomplished before the effective date of this AD: Do the 
replacement within 48 months after the effective date of this AD.

Alternative Methods of Compliance

    (n)(1) In accordance with 14 CFR 39.19, the Manager, Seattle 
ACO, is authorized to approve alternative methods of compliance 
(AMOCs) for this AD.
    (2) An AMOC that provides an acceptable level of safety may be 
used for a repair required by this AD, if it is approved by a Boeing 
Company Designated Engineering Representative who has been 
authorized by the Manager, Seattle ACO, to make such findings.
    (3) AMOCs approved previously per AD 2001-02-07, amendment 39-
12091, are approved as alternative methods of compliance with the 
applicable actions in paragraphs (a), (b), and (c) of this AD.
    (4) AMOCs approved previously per AD 2001-06-12, amendment 39-
12159, are approved as alternative methods of compliance with the 
applicable actions in paragraphs (d), (e), and (f) of this AD.
    (5) AMOCs approved previously in accordance with AD 2000-12-17, 
amendment 39-11795; AD 2000-07-05, amendment 39-11659; AD 2001-02-
07, amendment 39-12091; and AD 94-11-02, amendment 39-8918; are 
approved as alternative methods of compliance with the applicable 
actions in paragraph (e) of this AD.
    (6) AMOCs approved previously per AD 2001-08-23, amendment 39-
12200, are approved as alternative methods of compliance with the 
applicable actions in paragraphs (g), (h), and (i) of this AD.

    Issued in Renton, Washington, on February 2, 2004.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-2959 Filed 2-10-04; 8:45 am]
BILLING CODE 4910-13-P