[Federal Register: December 1, 2004 (Volume 69, Number 230)]
[Proposed Rules]
[Page 69838-69842]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr01de04-17]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19753; Directorate Identifier 2002-NM-264-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 767-200, -300, and -300F
Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) for certain Boeing Model 767-200, -300, and -300F series
airplanes. That AD currently requires inspections for fatigue cracking
of the horizontal stabilizer pivot bulkhead, and repetitive inspections
or other follow-on actions. That action also provides a permanent
repair, which is optional for airplanes with no cracks, and, if
accomplished, ends the repetitive inspections. This proposed AD would
require, for airplanes on which the permanent repair is not installed,
repetitive inspections of the same and additional inspection locations
at new inspection intervals; a one-time torque test; and related
investigative and corrective actions. For airplanes on which the
permanent repair is installed, this proposed AD would require
repetitive inspections of the repaired area and, if necessary,
corrective action. This proposed AD is prompted by reports of loose
tension bolts and crack indications in the fuselage skin. We are
proposing this AD to find and fix fatigue cracking of the horizontal
stabilizer pivot bulkhead and adjacent structure, which could result in
loss of the horizontal stabilizer.
DATES: We must receive comments on this proposed AD by January 18,
2005.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
You can get the service information identified in this proposed AD
from Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington
98124-2207.
You may examine the contents of this AD docket on the Internet at
http://dms.dot.gov, or at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401, on
the plaza level of the Nassif Building, Washington, DC.
FOR FURTHER INFORMATION CONTACT:
Technical information: 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.
Plain language information: Marcia Walters, marcia.walters@faa.gov.
SUPPLEMENTARY INFORMATION:
Docket Management System (DMS)
The FAA has implemented new procedures for maintaining AD dockets
electronically. As of May 17, 2004, new AD actions are posted on DMS
and assigned a docket number. We track each action and assign a
corresponding directorate identifier. The DMS AD docket number is in
the form ``Docket No. FAA-2004-99999.'' The Transport Airplane
Directorate identifier is in the form ``Directorate Identifier 2004-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier
(``Old Docket Number'') as a cross-reference for searching purposes.
Comments Invited
We invite you to submit any written relevant data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2004-19753;
Directorate Identifier 2002-NM-264-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments received by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of our
docket Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review the DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may visit http://dms.dot.gov.
We are reviewing the writing style we currently use in regulatory
documents. We are interested in your comments on whether the style of
this document is clear, and your suggestions to improve the clarity of
our communications that affect you. You can get more information about
plain language at
[[Page 69839]]
http://www.faa.gov/language and http://www.plainlanguage.gov.Examining
the Docket
You may examine the AD docket in person at the Docket Management
Facility office between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Management Facility office
(telephone (800) 647-5227) is located on the plaza level of the Nassif
Building at the DOT street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after the DMS
receives them.
Discussion
On April 27, 2001, we issued AD 2001-09-13, amendment 39-12220 (66
FR 23538, May 9, 2001), for certain Boeing Model 767-200, -300, and -
300F series airplanes. That AD requires inspections for fatigue
cracking of the horizontal stabilizer pivot bulkhead, and repetitive
inspections or other follow-on actions. That AD also provides a
permanent repair, which is optional for airplanes with no cracks, and,
if accomplished, ends the repetitive inspections. That AD was prompted
by reports of fatigue cracking of the horizontal stabilizer pivot
bulkhead on several affected airplanes. We issued that AD to find and
fix fatigue cracking of the horizontal stabilizer pivot bulkhead and
adjacent structure, which could result in loss of the horizontal
stabilizer.
Actions Since Existing AD Was Issued
Since we issued AD 2001-09-13, an airplane operator reported three
incidents of loose tension bolts at stringer 12A. Another operator
reported that there were indications of cracks in the fuselage skin at
``Area 1'' as shown on Sheet 2 of Figure 2 of Boeing Alert Service
Bulletin 767-53A0078, Revision 4, dated September 26, 2002.
In addition, the preamble to AD 2001-09-13 said that we were
considering further action to require the permanent repair that was an
option in that AD. However, further information shows that operators
have found cracks at the repaired area. Therefore, we are not requiring
the permanent repair from AD 2001-09-13 as a preventive modification in
this proposed AD.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 767-53A0078,
Revision 4, dated September 26, 2002.
The alert service bulletin describes the following procedures for
airplanes on which the permanent repair, described in previous
revisions of the service bulletin, was not installed:
Inspections for cracks of the forward and aft outer chord,
the splice fitting, the tension fitting, the aft mid chord, and the
upper and lower intercostals. The inspection methods include the
following, as applicable: Repetitive detailed inspections, surface high
frequency eddy current (HFEC) inspections, open-hole HFEC inspections,
and low frequency eddy current (LFEC) inspections.
Corrective action and related investigative action if
cracks are found in the forward outer chord. The corrective action is
installing a permanent repair. The related investigative action is
repetitive inspections of the repaired area.
Installing a time-limited repair as an alternative to the
permanent repair, which includes the related investigative and
corrective actions of an additional visual inspection for cracks, and
installation of the permanent repair either before further flight after
this inspection if cracks are found, or within 3,000 flight cycles or
18 months after the inspection (whichever occurs first), if no cracks
are found.
A torque check of the bolt in the tension fitting, and
related investigative and corrective actions. The related investigative
action is doing a visual inspection of the bolt and bolt-hole for
damage, and an HFEC inspection of the bolt-hole for damage. The
corrective action is to contact Boeing for repair data.
If any crack is found in the aft outer chord, the aft mid
chord, the splice fitting, the tension fitting, or the intercostal, the
service bulletin recommends that operators contact Boeing for repair
data.
For airplanes on which the permanent repair was installed using
previous revisions of the service bulletin, Revision 4 of the service
bulletin describes procedures for repetitive inspections of the
repaired area. The service bulletin recommends that operators contact
Boeing for any necessary corrective action.
We have determined that accomplishment of the actions specified in
the service information will adequately address the unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other products
of this same type design. Therefore, we are proposing this AD, which
would supersede AD 2001-09-13. This proposed AD would continue to
require inspections for fatigue cracking of the horizontal stabilizer
pivot bulkhead, and repetitive inspections or other follow-on actions.
For airplanes with cracks, this proposed AD also would continue to
require a permanent repair, which is optional for airplanes with no
cracks. This proposed AD would require, for airplanes on which the
permanent repair is not installed, repetitive inspections of the same
and additional inspection locations at new inspection intervals; a one-
time torque test; and other related corrective and investigative
actions. For airplanes on which the permanent repair is installed, this
proposed AD would require repetitive inspections of the repaired area,
and corrective action if necessary. This proposed AD would require you
to use the service information described previously to perform these
actions, except as discussed under ``Difference Between the Proposed AD
and the Service Bulletin.''
Difference Between the Proposed AD and the Service Bulletin
The service bulletin specifies that you may contact the
manufacturer for instructions on how to repair certain conditions, but
this proposed AD would require you to repair those conditions in one of
the following ways:
Using a method that we approve; or
Using data that meet the type certification basis of the
airplane, and that have been approved by a Boeing Company Designated
Engineering Representative who has been authorized by the FAA to make
such findings.
Changes to Existing AD
This proposed AD would retain all requirements of AD 2001-09-13
with revised repetitive inspection intervals. Since AD 2001-09-13 was
issued, the AD format has been revised, and certain paragraphs have
been rearranged. As a result, the corresponding paragraph identifiers
have changed in this proposed AD, as listed in the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement
Requirement in AD 2001-09-13 in this proposed AD
------------------------------------------------------------------------
Paragraph (a)............................. paragraph (f).
Paragraph (b)............................. paragraph (g).
Paragraph (c)............................. paragraph (h).
Paragraph (d)............................. paragraph (i).
Paragraph (e)............................. paragraph (j).
Paragraph (f)............................. paragraph (p).
------------------------------------------------------------------------
[[Page 69840]]
In addition, we have changed all references to a ``detailed visual
inspection'' in the AD 2001-09-13 to ``detailed inspection'' in this
proposed AD, which is defined in Note 1.
We have also changed the applicability of the proposed AD to refer
to Revision 4 of the service bulletin rather than to Revision 2, which
we referenced in the applicability of AD 2001-09-13. Both revisions of
the service bulletin refer to the same airplane line numbers, so
airplanes have not been added to the applicability.
Costs of Compliance
This proposed AD would affect about 699 Boeing Model 767-200, -300,
and -300F series airplanes worldwide. The following table provides the
estimated costs for U.S. operators to comply with this proposed AD.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work hours Average labor Parts Cost per airplane registered
rate per hour airplanes
----------------------------------------------------------------------------------------------------------------
Inspection (required by AD 1 $65 None...... $65 (per 287.
2001-09-13). inspection
cycle).
Inspection and torque check 4 65 None...... 260 (per 287.
(new proposed action). inspection
cycle).
Post-modification inspection 6 65 None...... 390.............. Those with the
(new proposed action). permanent repair
installed using
this proposed AD
or AD 2001-09-
13.
----------------------------------------------------------------------------------------------------------------
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD 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.
For the reasons discussed above, I certify that the 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. 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.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD. See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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. The FAA amends Sec. 39.13 by removing amendment 39-12220 (66 FR
23538, May 9, 2001) and adding the following new airworthiness
directive (AD):
Boeing: Docket No. FAA-2004-19753; Directorate Identifier 2002-NM-
264-AD.
Comments Due Date
(a) The Federal Aviation Administration must receive comments on
this airworthiness directive (AD) action by January 18, 2005.
Affected ADs
(b) This AD supersedes AD 2001-09-13, amendment 39-12220.
Applicability
(c) This AD applies to Boeing Model 767-200, -300, and -300F
series airplanes, as listed in Boeing Alert Service Bulletin 767-
53A0078, Revision 4, dated September 26, 2002; certificated in any
category.
Unsafe Condition
(d) This AD was prompted by reports of loose tension bolts, and
crack indications in the fuselage skin. We are issuing this AD to
find and fix fatigue cracking of the horizontal stabilizer pivot
bulkhead and adjacent structure, which could result in loss of the
horizontal stabilizer.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Requirements of AD 2001-09-13, Restated
Initial Inspections
(f) Prior to the accumulation of 8,000 total flight cycles, or
within 90 days after May 24, 2001 (the effective date of AD 2001-09-
13), whichever occurs later, perform detailed, surface high
frequency eddy current (HFEC), and low frequency eddy current (LFEC)
inspections, as applicable, for cracking of the forward and aft
outer chord, aft mid chord, and upper and lower intercostals of the
Station 1809.5 bulkhead. Do the inspections per Boeing Service
Bulletin 767-53-0078, Revision 2, dated April 19, 2001; or Boeing
Alert Service Bulletin 767-53-0078, Revision 3, dated November 15,
2001.
Note 1: For the purposes of this AD, a detailed inspection is:
``An intensive visual examination of a specific structural area,
system, installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at intensity deemed appropriate by
the inspector. Inspection aids such as mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
Repetitive Inspections
(g) For areas where no cracking is found during the inspection
per paragraph (f) of this AD: Repeat the inspections in paragraph
(f) thereafter at the intervals specified in paragraphs (g)(1) and
(g)(2) of this AD, per Boeing Service Bulletin 767-53-0078, Revision
2, dated April 19, 2001; or Boeing Alert Service Bulletin 767-53-
0078, Revision 3, dated November 15, 2001; until paragraph (i),
(l)(1), or (m) of this AD has been done.
(1) Repeat the detailed inspection every 3,000 flight cycles, or
18 months, whichever comes first.
(2) Repeat the surface HFEC and LFEC inspections every 6,000
flight cycles or 36 months, whichever comes first.
Repair and Follow-On Actions
(h) If any cracking is found during any inspection required by
paragraph (f) or (g) of this AD, before further flight, repair per
paragraph (h)(1) or (h)(2) of this AD, as applicable.
(1) For cracking of the aft outer chord, aft mid chord, or any
intercostal: Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA. 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.
[[Page 69841]]
(2) For cracking of the forward outer chord: Repair per Boeing
Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001;
Revision 3, dated November 15, 2001; or Revision 4, dated September
26, 2002; except as provided by paragraph (j) of this AD. Procedures
for repair include open-hole HFEC inspections for cracking of
certain fastener holes of the chord and longeron fitting, detailed
inspections for cracking of adjacent structure, and installation of
new chords, splices, fairings, and brackets. If the time-limited
repair is done per the service bulletin, do a detailed inspection of
the repaired area within 1,500 flight cycles or 9 months after
installation of the temporary repair, whichever comes first, and do
paragraph (h)(2)(i) or (h)(2)(ii) of this AD, per the service
bulletin. As of the effective date of this AD, inspect only in
accordance with Boeing Alert Service Bulletin 767-53-0078, Revision
4, dated September 26, 2002.
(i) If no cracking is found during the inspection of the
repaired area: Within 3,000 flight cycles or 18 months after
installation of the time-limited repair, whichever comes first, do
paragraph (i), ``Permanent Repair,'' of this AD.
(ii) If any cracking is found during the inspection of the
repaired area: Before further flight, do paragraph (i), ``Permanent
Repair,'' of this AD.
Permanent Repair
(i) Except as provided by paragraph (j) of this AD, installation
of the permanent repair of the forward outer chord, including
accomplishment of all actions specified in Part 4 of the
Accomplishment Instructions of Boeing Service Bulletin 767-53-0078,
Revision 2, dated April 19, 2001; Boeing Service Bulletin 767-53-
0078, Revision 3, dated November 15, 2001; or Boeing Alert Service
Bulletin 767-53-0078, Revision 4, dated September 26, 2002;
terminates the repetitive inspections required by paragraph (g) of
this AD. As of the effective date of this AD, install the permanent
repair only in accordance with Boeing Alert Service Bulletin 767-53-
0078, Revision 4, dated September 26, 2002.
Note 2: Installation of the permanent repair before the
effective date of this AD in accordance with Boeing Service Bulletin
767-53-0078, dated October 15, 1998; Revision 1, dated September 9,
1999; is acceptable for compliance with paragraph (i) of this AD.
Exception to Repair Instructions
(j) For repairs of the forward outer chord: Where the service
bulletin specifies to ask Boeing for repair data, repair per a
method approved by the Manager, Seattle ACO, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, 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.
New Requirements of This AD
Initial and Repetitive Inspections, and Torque Test for Airplanes
Without the Permanent Repair
(k) For airplanes that have not had the permanent repair
installed in accordance with paragraph (i) of this AD, at the later
of the times in paragraphs (k)(1) and (k)(2) of this AD, do all the
actions in paragraph (l) of this AD.
(1) Within 3,000 flight cycles or 18 months after the effective
date of this AD, whichever occurs first.
(2) Prior to the accumulation of 8,000 total flight cycles.
(l) Do all the actions in paragraphs (l)(1) and (l)(2) of this
AD in accordance with ``Part 1--Inspection'' of the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-53A0078, Revision
4, dated September 26, 2002.
(1) Do detailed, LFEC, and applicable HFEC inspections for
cracking of the forward and aft outer chord, splice fitting, aft mid
chord, aft intercostal, tension fitting, and fuselage skin, and
repeat the applicable inspections at the applicable time in
paragraph (l)(1)(i) and (l)(1)(ii) of this AD. This inspection
terminates the repetitive inspections required by paragraphs (f) and
(g) of this AD.
(i) Except as provided by paragraph (l)(1)(ii) of this AD:
Repeat the inspections, at intervals not to exceed 3,000 flight
cycles until the permanent repair in paragraph (m)(2) of this AD has
been done.
(ii) For airplanes that meet the criteria in flag note 1 of
Figure 1 of Boeing Alert Service Bulletin 767-53A0078, Revision 4,
dated September 26, 2002 (close ream fasteners, external doubler,
rub strip or wear plate installed): Repeat the open-hole HFEC
inspections for cracking of the forward outer chord, splice fitting,
tension fitting, and fuselage skin in Step 7, Figure 2 of the
service bulletin at intervals not to exceed 9,000 flight cycles
until the permanent repair in paragraph (m)(2) of this AD has been
done.
(2) Do a one-time torque test and related investigative and
corrective actions of the tension bolt at lower stringer 12A. If any
corrosion or damage is found in the bolt hole, and the service
bulletin specifies to contact Boeing for appropriate action: Before
further flight, repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA; or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, to make such findings. For a
repair method to be approved, the approval must specifically
reference this AD.
Corrective Actions
(m) If any cracking is found during any inspection required by
paragraph (l), (n) and (o) of this AD, before further flight, repair
in accordance with paragraph (m)(1) or (m)(2) of this AD, as
applicable.
(1) For cracks found during the inspection required by paragraph
(n) or (o) of this AD, or for cracks found in the aft outer chord,
tension fitting, splice fitting, aft mid chord, or any intercostal:
Before further flight, repair per a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA; or per data
meeting the type certification basis of the airplane approved by a
Boeing Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, to make such findings. For a
repair method to be approved, the approval must specifically
reference this AD.
(2) For cracks in the forward outer chord: Prior to further
flight, do the time limited repair in paragraph (h)(2) of this AD,
or do the permanent repair in paragraph (i) of this AD. If the time
limited repair is done, do the other applicable actions in paragraph
(h)(2) of this AD at the times specified in that paragraph. As of
the effective date of this AD, only repairs done per Boeing Alert
Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002,
are acceptable for compliance with the requirements of this
paragraph.
Repetitive Inspection of Repaired Area
(n) For any airplane on which the permanent repair in paragraph
(i) or (m)(2) of this AD is installed, at the later of the times in
paragraph (n)(1) and (n)(2) of this AD: Do detailed, LFEC, and
applicable HFEC inspections of the forward and aft outer chords,
tension fitting, splice fitting, and splice angle for cracks; and a
detailed inspection of the aft mid chord and aft upper and lower
intercostals for cracks. Do the inspections in accordance with
``Part 6--After Modification or After-Repair Inspection Program'' of
the Accomplishment Instructions of Boeing Alert Service Bulletin
767-53A0078, Revision 4, dated September 26, 2002. Repeat each
inspection, except as provided by paragraph (o) of this AD,
thereafter at intervals not to exceed 6,000 flight cycles, or 36
months, whichever occurs first.
(1) Within 12,000 flight cycles or 72 months after the repair
accomplished in accordance with paragraph (i) or (m)(2) of this AD.
(2) Prior to the accumulation of 25,000 total flight cycles.
(o) For any airplane on which the permanent repair in paragraph
(i) or (m)(2) of this AD is installed, and that meets the criteria
(close ream fasteners, external doubler, rub strip or wear plate
installed) in flag note 1 of Figure 9 of Boeing Alert Service
Bulletin 767-53A0078, Revision 4, dated September 26, 2002: After
the initial inspection in paragraph (n) of this AD, repeat the open-
hole HFEC inspection in Step 7 of Figure 10 of the service bulletin,
at intervals not to exceed 12,000 flight cycles, or 72 months,
whichever occurs first.
Alternative Methods of Compliance
(p)(1) In accordance with 14 CFR 39.19, the Manager, Seattle
Aircraft Certification Office (ACO), FAA, is authorized to approve
alternative methods of compliance (AMOCs) for the corresponding
provisions of this AD.
(2) AMOCs, approved previously per AD 2001-09-13, amendment 39-
12220, are approved as AMOCs with the corresponding provisions of
this AD.
[[Page 69842]]
(3) An AMOC that provides an acceptable level of safety may be
used for any 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.
Issued in Renton, Washington, on November 17, 2004.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-26494 Filed 11-30-04; 8:45 am]
BILLING CODE 4910-13-P