[Federal Register Volume 87, Number 36 (Wednesday, February 23, 2022)]
[Rules and Regulations]
[Pages 10060-10064]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-03772]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0457; Project Identifier AD-2020-01461-T; 
Amendment 39-21911; AD 2022-02-14]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. 
This AD was prompted by a report that during a fleet sampling 
inspection, cracks were found on the inner cylinder pivot pins of the 
left and right main landing gear (MLG) on one of the airplanes. This AD 
requires repetitive lubrications of the left and right MLG truck beams 
and inner cylinder pivot joints; a review of the maintenance program 
documentation to verify that certain lubrication tasks are 
incorporated; repetitive inspections of the MLG inner cylinder pivot 
pins and inner cylinder bushings of the MLG truck beams and inner 
cylinder joints to detect friction, heat damage, excessive wear, 
cracking, and smearing of bushing material; and applicable on-condition 
actions. The FAA is issuing this AD to address the unsafe condition on 
these products.

DATES: This AD is effective March 30, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of March 30, 
2022.

ADDRESSES: For service information identified in this final rule, 
contact Boeing Commercial Airplanes, Attention: Contractual & Data 
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 
90740-5600; telephone 562-797-1717; internet https://www.myboeingfleet.com. You may view this service information at the 
FAA, Airworthiness Products Section, Operational Safety Branch, 2200 
South 216th St., Des Moines, WA. For information on the availability of 
this material at the FAA, call 206-231-3195. It is also available at 
https://www.regulations.gov by searching for and locating Docket No. 
FAA-2021-0457.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2021-0457; or in person at 
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The AD docket contains this final rule, any 
comments received, and other information. The address for Docket 
Operations is U.S. Department of Transportation, Docket Operations, M-
30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue 
SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Allen Rauschendorfer, Senior Aerospace 
Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th 
St., Des Moines, WA 98198; phone and fax: 206-231-3528; email: 
[email protected].

SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to certain The Boeing 
Company Model 787-8, 787-9, and 787-10 airplanes. The NPRM published in 
the Federal Register on June 30, 2021 (86 FR 34656). The NPRM was 
prompted by a report that during a fleet sampling inspection, cracks 
were found on the inner cylinder pivot pins of the left and right MLG 
on one of the airplanes. In the NPRM, the FAA proposed to require 
repetitive lubrications of the left and right MLG truck beams and inner 
cylinder pivot joints; a review of the maintenance program 
documentation to verify that certain lubrication tasks are 
incorporated; repetitive inspections of the MLG inner cylinder pivot 
pins and inner cylinder bushings of the MLG truck beams and inner 
cylinder joints to detect friction, heat damage, excessive wear, 
cracking, and smearing of bushing material; and applicable on-condition 
actions. The FAA is issuing this AD to address any heat damage and 
cracking to the MLG inner cylinder pivot pin, which could result in a 
fractured pivot pin and lead to loss of all or part of the pivot pin 
assembly, and subsequent collapse of the MLG and reduced 
controllability of the airplane during takeoff and landing.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from The Air Line Pilots Association, 
International (ALPA) and Boeing. ALPA and Boeing supported the NPRM 
without change.
    The FAA received additional comments from four commenters, 
including American Airlines (AAL), Japan Airlines (JAL), United 
Airlines (UAL), and Virgin Atlantic Airways (VAA). The following 
presents the comments received on the NPRM and the FAA's response to 
each comment.

Request To Exclude Certain Airplanes From the Proposed AD

    UAL requested that the FAA revise the applicability of the proposed 
AD to exclude Model 787-9 and 787-10 airplanes on which the left and 
right MLG truck beams and inner cylinder pivot joints have been 
repetitively lubricated with MIL-PRF-32014 grease from the date of 
airplane delivery. UAL stated that the compliance actions specified in 
Boeing Alert Service Bulletin B787-81205-SB320045-00, Issue 001, dated 
November 9, 2020, do not give any consideration to operators who have 
met the requirements of CMR item number 32-CMR-01 of Section G, 
``Certification Maintenance Requirement Task,'' of Boeing 787 
Certification Maintenance Requirements (CMRs), D011Z009-03-03, dated 
June 2020 (specified in paragraph (i) of the proposed AD for the 
optional maintenance/inspection program revision), since airplane 
delivery, as specified in Table 1 in the Work Instructions of the 
service bulletin. UAL also commented that Boeing Alert Service Bulletin 
B787-81205-SB320045-00, Issue 001, dated November 9, 2020, provides an 
option to terminate the repetitive inspections if copper-nickel-tin 
inner cylinder bushings are installed, and current or prior 
accomplishment of the increased lubrication interval with MIL-PRF-

[[Page 10061]]

32014 grease has been done (not to exceed the time specified in Table 5 
of the Compliance Section), but the service bulletin makes no such 
provision for the initial inspection.
    The FAA disagrees with excluding Boeing Model 787-9 and 787-10 
airplanes that have been lubricated with MIL-PRF-32014 grease since the 
date of airplane delivery from the applicability in this final rule. 
Because the unsafe condition was discovered during a fleet sampling 
inspection, the initial inspection is intended to ensure that the 
entire fleet has no friction or heat damage that leads to the unsafe 
condition. Therefore, regardless of previous lubrication or inspection, 
this AD requires the entire fleet to undergo an initial inspection. If 
additional findings are discovered in the fleet, the need for an 
adjustment to the lubrication intervals or inspection requirements will 
be re-evaluated, and the FAA might consider additional rulemaking at 
that time. The FAA has not changed this AD in this regard.

Requests To Revise Certain Compliance Times

    JAL requested that the FAA revise a certain compliance time in the 
proposed AD. JAL stated that its fleet is affected by the compliance 
times specified for the airplanes in Group 1, Configurations 1 and 2, 
and Group 2 of Boeing Alert Service Bulletin B787-81205-SB320045-00, 
Issue 001, dated November 9, 2020. JAL noted that the proposed 
compliance time for the airplanes in Group 1, Configuration 1, was 
``within 24 months after the Issue 001 date of the Requirements 
Bulletin B787-81205-SB320045-00RB, or within 36 months after the date 
of issuance of the original standard certificate of airworthiness or 
the original export certificate of airworthiness, whichever occurs 
later.'' JAL requested that the compliance time relative to the Issue 
001 date of Requirements Bulletin B787-81205-SB320045-00RB be changed 
from 24 months to 36 months after that issue date. JAL commented that a 
compliance time of at least 3 years after the effective date of the 
published AD would be appropriate.
    JAL stated that although it is trying to accomplish the actions in 
the service bulletin during heavy maintenance, for some airplanes it 
cannot plan to incorporate the actions in the service information at 
that time. JAL commented that some airplanes have planned heavy 
maintenance at MRO (maintenance, repair and overhaul) locations outside 
of Japan and require special tools that are not available at an MRO. 
Thus, JAL stated, operators may be forced to accomplish the actions in 
the service information within line maintenance on some of its Model 
787 airplanes, which may take 5 days. JAL also commented that it 
estimates at least 3 years from the effective date of this AD to 
complete the actions on all of its affected airplanes. JAL stated that 
the proposed compliance time would cause a burden to daily operations.
    Virgin Atlantic Airways (VAA) requested that the FAA revise the 
compliance time interval to 3 years for all Model 787-9 airplanes with 
improved copper-nickel-tin bushings installed at the MLG inner cylinder 
pivot joint location. VAA stated that Boeing has increased confidence 
of not seeing the friction and heat transfer damage on copper-nickel-
tin bushings seen on the inferior aluminum-nickel-bronze bushings 
installed on the same part on Model 787-8 airplanes.
    VAA stated that the 3-year compliance time interval would allow 
operators with Model 787-9 airplanes installed with the improved 
bushings to perform the very labor-intensive inspection at a C-check 
which is the correct environment for this type of inspection (i.e., 
jacking and to allow for recovery for any potential fall-out findings). 
VAA commented that it understands that Boeing has major issues on 
insurance spares and tooling, thus further reinforcing VAA's request to 
give operators of Model 787-9 airplanes the opportunity to align the 
service information inspection with a C-check. VAA also commented that 
it understands that all findings to date have been on Model 787-8 
airplanes with the inferior aluminum-nickel-bronze bushings installed. 
VAA stated that this information is from the 6-year on-wing sampling 
inspections, early overhauls and the service information inspections to 
date, and have resulted in nil findings. VAA commented that it believes 
that operators of Model 787-9 airplanes should not have a restrictive 
timeline to perform the one-off inspection of the MLG truck beam pivot 
pin outer diameters and the MLG inner cylinder bushing inner diameters.
    The FAA disagrees to revise the compliance time in this AD. The 
compliance time in this AD were derived from the most current fleet and 
test data available at the time of service information development. In 
addition, in developing an appropriate compliance time for this AD, the 
FAA considered the significant safety issues in collaboration with the 
manufacturer based on fleet findings, available engineering data, 
material characteristics, the availability of necessary repair parts, 
and the practical aspect of accomplishing the required inspection 
within an interval of time that corresponds to the normal maintenance 
schedules of most operators to minimize the risk of an incident. 
However, under the provisions of paragraph (l) of this AD, the FAA will 
consider requests for approval of an extension of the compliance time 
if sufficient data are submitted to substantiate that the extension 
would provide an acceptable level of safety. The FAA has not changed 
this final rule in this regard.

Request To Revise the Reidentification of Parts Requirement

    AAL requested that Boeing revise Boeing Alert Service Bulletin 
B787-81205-SB320045-00, Issue 001, dated November 9, 2020, to change 
the reidentification of parts for the inner cylinder assembly for 
airplanes in Group 1, Configuration 1. AAL stated that this affects 
manufacturer part numbers (P/Ns) 512Z2001-1, P/N 512Z2001-2, and P/N 
512Z2001-3. AAL commented that the service bulletin states to 
reidentify the inner cylinder assembly if copper-nickel-tin bushings 
are installed, and also states that there is no equivalent Boeing part 
number for the changed part. AAL stated that the statement is not 
entirely correct and that Boeing created inner cylinder assembly P/N 
512Z2001-4 from P/N 512Z2001-3 solely by replacing the inner cylinder 
lug bushings with copper-nickel-tin bushings. Therefore, AAL stated, P/
N 512Z2001-3 should be reidentified as P/N 512Z2001-4 after copper-
nickel-tin bushings are installed. AAL commented that inner cylinder 
assemblies P/N 512Z2001-1 and P/N 512Z2001-2 do not have similar part 
number changes after installation of copper-nickel-tin bushings.
    AAL also stated that it considers this a latent compliance trap as 
not all existing parts ordering systems have provisions for tracking a 
service bulletin in isolation of a part number change and that there is 
no description in the service bulletin to physically differentiate 
between the aluminum-nickel-bronze and copper-nickel-tin bushings. AAL 
also stated that Boeing has not made bushing drawing 512Z3002 available 
to operators to know where the bushing part number labeling is located, 
and when operators order next-higher assemblies, such as the strut 
assembly or main landing gear, there is no way to indicate that copper-
nickel-tin bushings are installed or if the bushings are no longer 
physically accessible; for any repair and overhaul work via the 
component maintenance manuals (CMMs), there are no service

[[Page 10062]]

bulletin notations to differentiate configuration differences.
    In addition, AAL requested adding a provision in the proposed AD to 
require an inner cylinder assembly part number change to indicate 
installation of copper-nickel-tin bushings as an incremental 
requirement for termination of the repetitive inspection requirements 
for Group 1 airplanes identified in the service bulletin. AAL stated 
that CMMs, such as 32-11-74, do not have adequate effectivity controls 
in place to prevent installation of aluminum-nickel-bronze bushings 
(subject to the repetitive inspection requirements of the service 
bulletin) on inner cylinder assemblies (including those that have had 
repetitive inspection requirements terminated by installation of 
aluminum-nickel-tin bushings or post-production inner cylinder 
assemblies originally fitted with aluminum-nickel-tin bushings). AAL 
commented that this issue was raised with Boeing, and the illustrated 
parts list in the CMM dated December 30, 2021, was updated.
    The FAA does not control service bulletin content, but disagrees 
that the requested changes are necessary because the specifics of the 
reidentification of the reworked assemblies are not required for 
compliance in this AD. This AD requires compliance using Boeing Alert 
Requirements Bulletin B787-81205-SB320045-00 RB, Issue 001, dated 
November 9, 2020; Boeing Alert Service Bulletin B787-81205-SB320045-00, 
Issue 001, dated November 9, 2020, is for guidance only. Each operator 
uses unique part marking and tracking systems so this AD provides the 
flexibility to identify reworked assemblies under each operator's 
internal processes. The ``Parts Modified and Reidentified'' section is 
contained within Boeing Alert Service Bulletin B787-81205-SB320045-00, 
Issue 001, dated November 9, 2020, only. Any changes to parts of Boeing 
Alert Service Bulletin B787-81205-SB320045-00, Issue 001, dated 
November 9, 2020, that are not specified in Boeing Alert Requirements 
Bulletin B787-81205-SB320045-00 RB, Issue 001, dated November 9, 2020, 
can be discussed with Boeing without affecting compliance with this AD. 
If there is any conflict between the CMM and this AD regarding the 
requirements for reinstallation of the aluminum-nickel-bronze bushing, 
this AD prevails. The FAA has not changed this AD in this regard.

Conclusion

    The FAA reviewed the relevant data, considered any comments 
received, and determined that air safety requires adopting this AD as 
proposed. Except for minor editorial changes, this AD is adopted as 
proposed in the NPRM. None of the changes will increase the economic 
burden on any operator.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Boeing Alert Requirements Bulletin B787-81205-
SB320045-00 RB, Issue 001, dated November 9, 2020. This service 
information specifies procedures for repetitive lubrication of the left 
and right MLG truck beams and inner cylinder pivot joints with MIL-PRF-
32014 grease; a review of the maintenance program documentation to 
verify that it includes lubrication tasks for the left and right MLG 
truck beams and inner cylinder pivot joints with MIL-PRF-32014 grease; 
repetitive detailed and fluorescent penetrant (FPI) inspections of the 
left and right MLG pivot pin outer diameter (OD) surface for friction 
and heat damage; repetitive detailed inspections of the left and right 
MLG inner cylinder bushing inner diameter (ID) surfaces for excessive 
wear, cracking, and smearing of bushing material; and applicable on-
condition actions.
    On-condition actions include updating the maintenance program to 
incorporate lubrication tasks for the left and right MLG truck beams 
and inner cylinder pivot joints with MIL-PRF-32014 grease, doing 
detailed and FPI inspections on the inner cylinder lug bore for heat 
and friction damage, installing a new pivot pin, applying lubrication 
using MIL-PRF-32014 grease and making sure lubrication passages are 
clear, installing new aluminum-nickel-bronze inner cylinder bushings, 
installing new copper-nickel-tin inner cylinder bushings, and repairing 
damage.
    The FAA reviewed Boeing 787 Certification Maintenance Requirements 
(CMRs), D011Z009-03-03, dated June 2020. This service information 
specifies, among other scheduled maintenance requirements, CMR item 
number 32-CMR-01 of Section G, ``Certification Maintenance Requirement 
Tasks,'' for lubricating the main landing gear truck beam pivot joint.
    This service information is reasonably available because the 
interested parties have access to it through their normal course of 
business or by the means identified in ADDRESSES.

Costs of Compliance

    The FAA estimates that this AD would affect 131 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Repetitive lubrications..........  1 work-hour x $85                $0  $85 per lubrication  $11,135 per
                                    per hour = $85 per                   cycle.               lubrication cycle.
                                    lubrication cycle.
Verification of lubrication tasks  1 work-hour x $85                 0  $85................  $11,135.
                                    per hour = $85.
Repetitive inspections...........  40 work-hours x $85               0  $3,400 per           $445,400 per
                                    per hour = $3,400                    inspection cycle.    inspection cycle.
                                    per inspection
                                    cycle.
----------------------------------------------------------------------------------------------------------------

    The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of the 
inspection. The agency has no way of determining the number of aircraft 
that might need these on-condition actions:

[[Page 10063]]



                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                 Action                           Labor cost                  Parts cost              product
----------------------------------------------------------------------------------------------------------------
Installation of new pivot pin...........  8 work-hours x $85 per      $97,517 per pivot pin              $98,197
                                           hour = $680.                component assembly.
Installation of new bushings............  1 work-hour x $85 per hour  $5,968 per bushing........           6,053
                                           = $85.
Lubrication and making sure lubrication   1 work-hour x $85 per hour  $0........................              85
 passages are clear.                       = $85.
Detailed and FPI inspections on the       2 work-hour x $85 per hour  $0........................             170
 inner cylinder lug bore.                  = $170.
Update lubrication tasks (except for CMR  1 work-hour x $85 per hour  $0........................              85
 item number 32-CMR-01 incorporation).     = $85.
----------------------------------------------------------------------------------------------------------------

    The FAA has received no definitive data on which to base the cost 
estimates for the on-condition repairs specified in this AD.
    For the optional action to revise the existing maintenance or 
inspection program by incorporating CMR item number 32-CMR-01, the FAA 
has determined that revising the existing maintenance or inspection 
program takes an average of 90 work-hours per operator, although the 
agency recognizes that this number may vary from operator to operator. 
In the past, the FAA has estimated that this action takes 1 work-hour 
per airplane. Since operators incorporate maintenance or inspection 
program changes for their affected fleet(s), the FAA has determined 
that a per-operator estimate is more accurate than a per-airplane 
estimate. Therefore, the FAA estimates the average total cost per 
operator to be $7,650 (90 work-hours x $85 per work-hour).
    The FAA has included all known costs in its cost estimate. 
According to the manufacturer, however, some or all of the costs of 
this AD may be covered under warranty, thereby reducing the cost impact 
on affected operators.

Authority for This Rulemaking

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

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Will not affect intrastate aviation in Alaska, 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.

List of Subjects in 14 CFR Part 39

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

The Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

2022-02-14 The Boeing Company: Amendment 39-21911; Docket No. FAA-
2021-0457; Project Identifier AD-2020-01461-T.

(a) Effective Date

    This airworthiness directive (AD) is effective March 30, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 787-8, 787-9, and 
787-10 airplanes, certificated in any category, as identified in 
Boeing Alert Requirements Bulletin B787-81205-SB320045-00 RB, Issue 
001, dated November 9, 2020.

(d) Subject

    Air Transport Association (ATA) of America Code 32, Main landing 
gear.

(e) Unsafe Condition

    This AD was prompted by a report that during a fleet sampling 
inspection, cracks were found on the inner cylinder pivot pins of 
the left and right main landing gear (MLG) on one of the airplanes. 
The FAA is issuing this AD to address any heat damage and cracking 
to the MLG inner cylinder pivot pin, which could result in a 
fractured pivot pin and lead to loss of all or part of the pivot pin 
assembly, and subsequent collapse of the MLG and reduced 
controllability of the airplane during takeoff and landing.

(f) Compliance

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

(g) Required Actions

    Except as specified by paragraph (h) of this AD: At the 
applicable times specified in the ``Compliance'' paragraph of Boeing 
Alert Requirements Bulletin B787-81205-SB320045-00 RB, Issue 001, 
dated November 9, 2020, do all applicable actions identified in, and 
in accordance with, the Accomplishment Instructions of Boeing Alert 
Requirements Bulletin B787-81205-SB320045-00 RB, Issue 001, dated 
November 9, 2020. Actions identified as terminating action in Boeing 
Alert Requirements Bulletin B787-81205-SB320045-00 RB, Issue 001, 
dated November 9, 2020, terminate the applicable required actions of 
this AD, provided the terminating action is done in accordance with 
the Accomplishment Instructions of Boeing Alert Requirements 
Bulletin B787-81205-SB320045-00 RB, Issue 001, dated November 9, 
2020.

[[Page 10064]]

    Note 1 to paragraph (g): Guidance for accomplishing the actions 
required by this AD can be found in Boeing Alert Service Bulletin 
B787-81205-SB320045-00, Issue 001, dated November 9, 2020, which is 
referred to in Boeing Alert Requirements Bulletin B787-81205-
SB320045-00 RB, Issue 001, dated November 9, 2020.

(h) Exceptions to Service Information Specifications

    (1) Where Boeing Alert Requirements Bulletin B787-81205-
SB320045-00 RB, Issue 001, dated November 9, 2020, uses the phrase 
``the Issue 001 date of Requirements Bulletin B787-81205-SB320045-00 
RB,'' this AD requires using ``the effective date of this AD.''
    (2) Where Boeing Alert Requirements Bulletin B787-81205-
SB320045-00 RB, Issue 001, dated November 9, 2020, specifies 
contacting Boeing for repair instructions: This AD requires doing 
the repair using a method approved in accordance with the procedures 
specified in paragraph (l) of this AD.
    (3) Where the action for ``CONDITION 2'' in Table 7 of the 
``Compliance'' paragraph of Boeing Alert Requirements Bulletin B787-
81205-SB320045-00 RB, Issue 001, dated November 9, 2020, specifies 
``Do a detailed FPI inspection of the inner cylinder lug bore for 
heat and friction damage,'' for this AD, the action is ``Do a 
detailed and FPI inspection on the inner cylinder lug bore for heat 
and friction damage.''

(i) Optional Terminating Action

    Revising the existing maintenance or inspection program, as 
applicable, to incorporate the information in CMR item number 32-
CMR-01 of Section G, ``Certification Maintenance Requirement 
Tasks,'' of Boeing 787 Certification Maintenance Requirements 
(CMRs), D011Z009-03-03, dated June 2020, terminates the repetitive 
lubrications required by paragraph (g) of this AD.

(j) No Alternative Actions and Intervals

    After the existing maintenance or inspection program has been 
revised as required by paragraph (i) of this AD, no alternative 
actions (e.g., inspections) and intervals may be used unless the 
actions and intervals are approved as an alternative method of 
compliance (AMOC) in accordance with the procedures specified in 
paragraph (l) of this AD.

(k) Parts Installation Prohibition

    At the applicable time specified in paragraph (k)(1) or (2) of 
this AD, do not install an aluminum-nickel-bronze inner cylinder 
bushing on a MLG inner cylinder on any airplane.
    (1) For airplanes with aluminum-nickel-bronze inner cylinder 
bushings installed on a MLG inner cylinder as of the effective date 
of this AD: After the bushing has been replaced with a copper-
nickel-tin inner cylinder bushing.
    (2) For airplanes with copper-nickel-tin inner cylinder bushings 
installed on a MLG inner cylinder as of the effective date of this 
AD: As of the effective date of this AD.

(l) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO Branch, FAA, has the authority to 
approve AMOCs for this AD, if requested using the procedures found 
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request 
to your principal inspector or responsible Flight Standards Office, 
as appropriate. If sending information directly to the manager of 
the certification office, send it to the attention of the person 
identified in Related Information. Information may be emailed to: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the responsible Flight Standards Office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair, modification, or alteration required by this AD 
if it is approved by The Boeing Company Organization Designation 
Authorization (ODA) that has been authorized by the Manager, Seattle 
ACO Branch, FAA, to make those findings. To be approved, the repair 
method, modification deviation, or alteration deviation must meet 
the certification basis of the airplane, and the approval must 
specifically refer to this AD.

(m) Related Information

    For more information about this AD, contact Allen 
Rauschendorfer, Senior Aerospace Engineer, Airframe Section, FAA, 
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; 
phone and fax: 206-231-3528; email: [email protected].

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Alert Requirements Bulletin B787-81205-SB320045-00 
RB, Issue 001, dated November 9, 2020.
    (ii) Boeing 787 Certification Maintenance Requirements (CMRs), 
D011Z009-03-03, dated June 2020.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Contractual & Data Services 
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; internet https://www.myboeingfleet.com.
    (4) You may view this service information at the FAA, 
Airworthiness Products Section, Operational Safety Branch, 2200 
South 216th St., Des Moines, WA. For information on the availability 
of this material at the FAA, call 206-231-3195.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on January 13, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification 
Service.
[FR Doc. 2022-03772 Filed 2-22-22; 8:45 am]
BILLING CODE 4910-13-P