[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
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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
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Cost per
Action Labor cost Parts cost product
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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.
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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