AD 2010-14-18

The FAA is superseding an existing airworthiness directive (AD) that applies to certain Model 767-200, -300, and -300F series airplanes. The existing AD currently requires repetitive inspections to detect discrepancies of the 8 aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and corrective actions if necessary. The existing AD also requires repetitive inspections for cracks of the closeout angle that covers the 2 aft-most fasteners in the lower tang of the midspar fitting, and related investigative and corrective actions if necessary. The existing AD also provides an optional terminating action for the repetitive inspections. This new AD reduces the compliance times for doing the inspections. This AD results from reports of cracks in the midspar fitting tangs. We are issuing this AD to detect and correct fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine.

Final rule; request for comments.

2010-14-18 The Boeing Company: Amendment 39-16363. Docket No. FAA- 2010-0671; Directorate Identifier 2010-NM-142-AD. \n\nEffective Date \n\n\t(a) This AD becomes effective August 6, 2010. \n\nAffected ADs \n\n\t(b) This AD supersedes AD 2005-19-23, Amendment 39-14288. \n\nApplicability \n\n\t(c) This AD applies to The Boeing Company Model 767-200, -300, and -300F series airplanes, certificated in any category; as identified in Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010. \n\nSubject \n\n\t(d) Air Transport Association (ATA) of America Code 54: Nacelles/Pylons. \n\nUnsafe Condition \n\n\t(e) This AD results from reports of cracks in the midspar fitting tangs. The Federal Aviation Administration is issuing this AD to detect and correct fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine. \n\nCompliance \n\n\t(f) You are responsible for having the actions requiredby this AD performed within the compliance times specified, unless the actions have already been done. \n\n\tNote 1: Notwithstanding any inspection done in accordance with AD 2005-19-23, inspect within the compliance times specified in this AD. \n\nInitial Inspection \n\n\t(g) At the applicable time specified in paragraph (h) of this AD: Do the actions specified in either paragraph (g)(1) or (g)(2) of this AD. \n\t(1) Do a detailed inspection for cracking of the 8 aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and a surface high frequency eddy current (HFEC) inspection for cracking of the closeout angle that covers the 2 aft-most fasteners in the lower tang of the midspar fitting, in accordance with Part 1, "Detailed Inspection of Midspar Fitting and Surface High Frequency Eddy Current (HFEC) Inspection of Closeout Angle,'' of the Work Instructions of Boeing Alert Service Bulletin 767- 54A0101, Revision 5, dated June 29, 2010. \n\t(2) Do an open-holeHFEC inspection for cracking of each fastener hole, inspect to determine the size of each fastener hole, and do all applicable related investigative and corrective actions, in accordance with Part 2, "Open Hole HFEC Inspection,'' of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, except as required by paragraphs (m) and (n) of this AD, and except as provided by paragraph (p) of this AD. Do all applicable related investigative and corrective actions before further flight. \n\t(h) At the applicable time specified in paragraph (h)(1) or (h)(2) of this AD, do the actions specified in paragraph (g) of this AD. \n\t(1) For airplanes on which an inspection (any Part 1 or Part 2 inspection) has not been done in accordance with any service bulletin listed in Table 1 of this AD as of the effective date of this AD: Prior to the accumulation of 8,000 total flight cycles, or within 90 days after the effective date of this AD, whichever occurs later, do the actions specified in paragraph (g) of this AD. \n\n\tTable 1--Service Bulletins\n\n\nService Bulletin\nRevision\nDate\nBoeing Alert Service Bulletin 767-54A0101 \n4\nFebruary 10, 2005\nBoeing Alert Service Bulletin 767-54A0101\n5\nJune 29, 2010\nBoeing Service Bulletin 767-54A0101\n2\nJanuary 10, 2002\nBoeing Service Bulletin 767-54A0101\n3\nSeptember 5, 2002\n\n\n\t(2) For airplanes on which any inspection (any Part 1 or Part 2 inspection) has been done in accordance with any service bulletin listed in Table 1 of this AD as of the effective date of this AD: Within 400 flight cycles after doing the most recent inspection or within 90 days after the effective date of this AD, whichever occurs later, do the actions specified in paragraph (g) of this AD. \n\nRepetitive Inspections \n\n\t(i) If, during any detailed and surface HFEC inspection specified by paragraph (g)(1) of this AD, no cracking is found, do the actions specified in either paragraph (i)(1) or (i)(2) of this AD. \n\t(1) Repeat the inspections specified in paragraph (g)(1) of this AD thereafter at intervals not to exceed 400 flight cycles. \n\t(2) Within 400 flight cycles after doing the most recent inspections specified in paragraph (g)(1) of this AD, do the actions specified in paragraph (g)(2) of this AD and repeat thereafter at intervals not to exceed 6,000 flight cycles. \n\t(j) If, during the actions specified by paragraph (g)(2) of this AD, the terminating action specified in Part 4 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, is not done, do the actions specified in either paragraph (j)(1) or (j)(2) of this AD. \n\t(1) Within 6,000 flight cycles after doing the actions specified in paragraph (g)(2) of this AD, do the inspections specified in paragraph (g)(1) of this AD and repeat the inspections thereafter at intervals not to exceed 400 flight cycles. \n\t(2) Repeat the actions specified in paragraph (g)(2) of this AD thereafter at intervals not to exceed 6,000 flight cycles. \n\nCorrective Actions for Inspections Done per Paragraph (g)(1) of This AD \n\n\t(k) If, during any inspection specified by paragraph (g)(1) of this AD, any crack is found in the midspar fitting tangs, before further flight, do the actions specified in paragraph (k)(1) or (k)(2) of this AD. \n\t(1) Do the terminating action specified in Part 4 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, except as required by paragraph (m) of this AD. Accomplishment of this paragraph terminates the requirements of this AD. \n\t(2) Replace the midspar fitting of the strut with a new part, or repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA. Within 8,000 flight cycles after doing the replacement, do the actions specified in either paragraph (k)(2)(i) or (k)(2)(ii) of this AD. \n\t(i) Do the inspections specified in paragraph (g)(1) of this AD and repeat the inspections thereafter at intervals not to exceed 400 flight cycles. \n\t(ii) Do the actions specified in paragraph (g)(2) of this AD and repeat the actions thereafter at intervals not to exceed 6,000 flight cycles. \n\t(l) If, during any surface HFEC inspection specified by paragraph (g)(1) of this AD, any crack is found in the closeout angle, before further flight, do the open-hole HFEC inspection for cracking and all applicable related investigative and corrective actions, in accordance with Part 2, "Open Hole HFEC Inspection,'' and step 4.b.(2) of Part 1, "Detailed Inspection of Midspar Fitting and Surface High Frequency Eddy Current (HFEC) Inspection of Closeout Angle,'' of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, except as required by paragraphs (m) and (n) of this AD, and except as provided by paragraph (p) of this AD. If the terminating action specified in Part 4 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, is not done, do the actions specified in either paragraph (l)(1) or (l)(2) of this AD. \n\t(1) Within 6,000 flight cycles after doing the actions specified in paragraph (l) of this AD, do the inspections specified in paragraph (g)(1) of this AD and repeat the inspections thereafter at intervals not to exceed 400 flight cycles. \n\t(2) Within 6,000 flight cycles after doing the actions specified in paragraph (l) of this AD, do the actions specified in paragraph (g)(2) of this AD, and repeat the actions thereafter at intervals not to exceed 6,000 flight cycles. \n\nService Bulletin Exceptions \n\n\t(m) Where Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, specifies that the manufacturer may be contacted for disposition of repair conditions: Before further flight, accomplish the repair using a method approved in accordance with the procedures specified in paragraph (r) of this AD. \n\t(n) If, during any open-holeHFEC inspection required by paragraph (g)(2) or (l) of this AD, any crack is found in the midspar fitting and the hole size is 0.5322 inch, before further flight, do the terminating action specified in paragraph (k)(1) of this AD. \n\nOptional Terminating Action \n\n\t(o) Doing the terminating action specified in Part 4 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, terminates the requirements of this AD. \n\n\tNote 2: Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, refers to the Boeing service bulletins in Table 2 of this AD as additional sources of guidance for doing the terminating action in paragraphs (k) and (o) of this AD. \n\n\tTable 2--Additional Sources of Guidance\n\n\n\nBoeing Service Bulletin\nRevision Level\nDate\nTitle\n767-54-0052\nOriginal\nJune 11, 1992\nNacelles/Pylons - Strut - Aft Lower Spar - Fastener Corrosion - Inspection and Replacement\n767-54-0061\n2\nNovember 23, 1999\nNacelles/Pylons - Wing-to-Strut Attach Fittings - Lower Spar Bushing Inspection and Replacement\n767-54-0069\n2\nAugust 31, 2000\nNacelles/Pylons - Midspar Fitting - Underwing Sideload Fitting - Fuse Pin Replacement and Wing Rework\n767-54-0072\nOriginal\nMarch 13, 1997\nNacelles/Pylons - Strut Attach Upper Link - Upper Link Inspection, Rework or Replacement\n767-54-0080\n1\nMay 9, 2002\nNacelles/Pylons - Pratt and Whitney Powered Airplanes - Nacelle Strut and Wing Structure Modification\n767-54-0081\n1\nFebruary 7, 2002\nNacelles/Pylons - General Electric Powered Airplanes - Nacelle Strut and Wing Structure Modification\n767-54A0062\n6\nNovember 5, 2009\nNacelles/Pylons - Strut Attach Fuse Pins - Midspar Fuse Pin Inspection and Replacement\n767-54A0074\n1\nApril 24, 2008\nNacelles/Pylons - Strut Attach Fuse Pins - Upper link Fuse Pin Inspection/Replacement. \n767-54A0094\n2\nFebruary 7, 2002\nNacelles/Pylons - Strut-to-Wing Attachment - Diagonal Brace Inspection/Rework/Replacement\n767-57-0063\n1\nNovember 30, 2000\nWings - Side Load Underwing Fitting -Inspection/Rework\n\n\n\tNote 3: Certain service bulletins referenced in Table 2 of this AD are related to the ADs listed in Table 3 of this AD. \n\n\tTable 3--Other Relevant Rulemaking\n\n\nAD\nApplicability\nRelated Boeing Service Bulletin\nAD Requirement\nAD 2000-07-05, amendment 39-11659 \nCertain Boeing Model 767 series airplanes\n767-54A0094\nRepetitive inspections to detect cracking or damage of the forward and aft lugs of the diagonal brace of the nacelle strut; follow-on actions, if necessary; and terminating action for the repetitive inspections. \nAD 2004-16-12, amendment 39-13768 \nCertain Boeing Model 767-200, -300, and -300F series airplanes powered by Pratt & Whitney engines or General Electric engines\n767-54-0069, 767-54-0080, 767-54-0081, and 767-54A0094\nModification of the nacelle strut and wing structure. \nAD 2009-20-09, amendment 39-16032 \nCertain Boeing Model 767-200, -300, and -300F series airplanes \n767-54A0074\nRepetitive inspections for fatigue cracking and corrosion of the upper link fuse pin of the nacelle struts, and related investigative and corrective actions if necessary.\nAD 2010-03-08, amendment 39-16192 \nCertain Boeing Model 767-200, -300, and -300F series airplanes\n767-54A0062, 767-54-0069\nRepetitive detailed and eddy current inspections to detect cracks of certain midspar fuse pins, and corrective action if necessary.\n\n\nOptional Corrective Action for Paragraph (g)(2) or (l) of This AD \n\n\t(p) In lieu of doing the related investigative and corrective actions required by paragraph (g)(2) or (l) of this AD, before further flight, replace the midspar fitting of the strut with a new part, or repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA. Within 8,000 flight cycles after doing any replacement, do the actions specified in either paragraph (p)(1) or (p)(2) of this AD. \n\t(1) Do the inspections specified in paragraph (g)(1) of this AD and repeat the inspections thereafter at intervals not to exceed 400 flight cycles. \n\t(2) Do the actions specified in paragraph (g)(2) of this AD and repeat the actions thereafter at intervals not to exceed 6,000 flight cycles. \n\nTerminating Action Accomplished per Previous Issues of Service Bulletin \n\n\t(q) Doing the terminating action specified in Part 4 of the Work Instructions of any service bulletin listed in Table 4 of this AD before the effective date of this AD is acceptable for compliance with the requirements of this AD. \n\n\tTable 4--Credit Service Bulletins for Terminating Action \n\n\nService Bulletin\nRevision\nDate\nBoeing Alert Service Bulletin 767-54A0101\nOriginal\nSeptember 23, 1999\nBoeing Alert Service Bulletin 767-54A0101\n4\nFebruary 10, 2005\nBoeing Service Bulletin 767-54A0101\n1\nFebruary 3, 2000\nBoeing Service Bulletin 767-54A0101\n2\nJanuary 10, 2002\nBoeing Service Bulletin 767-54A0101\n3\nSeptember 5, 2002\n\nAlternative Methods of Compliance (AMOCs) \n\n\t(r)(1) The Manager, Seattle Aircraft Certification Office, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. Send information to Attn: Berhane Alazar, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6577; fax (425) 917-6590. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC- Requests@faa.gov. \n\t(2) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. Before using any approved AMOC on any airplane to which the AMOC applies, notify your principal maintenance inspector (PMI) or principal avionics inspector (PAI), as appropriate, or lacking a principal inspector, your local Flight Standards District Office. The AMOC approval letter must specifically reference this AD. \n\t(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 the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle ACO to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane and the approval must specifically refer to this AD. \n\nMaterial Incorporated by Reference \n\n\t(s) You must use Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, to do the actions required by this AD, unless the AD specifies otherwise. \n\t(1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. \n\t(2) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-544-5000, extension 1; fax 206-766-5680; e-mail me.boecom@boeing.com; Internet https://www.myboeingfleet.com. \n\t(3) You may review copies of the service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425-227-1221. \n\t(4) You may also review copies of the 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, call 202-741-6030, or go to: http:// www.archives.gov/federal_register/code_of_federal_regulations/ ibr_locations.html.

Discussion \n\n\tOn September 13, 2005, we issued AD 2005-19-23, amendment 39-14288 (70 FR 55519, September 22, 2005). That AD applies to certain Boeing Model 767-200, -300, and -300F series airplanes. That AD requires repetitive inspections to detect discrepancies of the eight aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and corrective actions if necessary. That AD also requires repetitive inspections for cracks of the closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting, and related investigative and corrective actions if necessary. That AD also provides an optional terminating action for the repetitive inspections. That AD resulted from a report of a crack in a closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting, and the discovery of a crack in the lower tang of the midspar fitting under the cracked closeout angle. The actions specified in that AD are intended to prevent fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine. \n\nActions Since AD Was Issued \n\n\tSince we issued that AD, we received two reports of cracks in the midspar fitting tangs. The first report indicated severed upper and lower tangs at the aft two fastener locations in the Number 1 pylon inboard midspar fitting. The cracks were found during a routine check of a Model 767-300 airplane at approximately 92,205 total flight hours and 14,969 total flight cycles. This airplane had incurred 408 flight cycles from the previous inspection. The second report indicated cracks in the Number 1 pylon inboard midspar fitting lower tang, between the aft two fastener holes, on a Model 767-300 airplane at approximately 94,176 total flight hours and 15,405 total flight cycles. This airplane had incurred 830 cycles from the previous inspection. \n\tAD 2005-19-23 specified repetitive inspection intervals between 1,500 flight cycles and 16,000 flight cycles, depending on the inspection type and location. We have determined that the affected airplanes must be inspected within 400 flight cycles since the previous inspection and, for those airplanes that have not yet been inspected, the compliance time threshold of 10,000 total flight cycles specified in AD 2005-19-23 must be reduced to 8,000 total flight cycles. We have also determined that repetitive inspection intervals must be reduced to 400 flight cycles and 6,000 flight cycles, depending on the inspection type. \n\nRelevant Service Information \n\n\tWe have reviewed Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010. We referred to Boeing Alert Service Bulletin 767-54A0101, Revision 4, dated February 10, 2005, for doing certain actions required by AD 2005-19-23. The procedures in Revision 5 are similar to the procedures in Revision 4. Revision 5 reduces the compliance times for doing the procedures. \n\tWe have also reviewed Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009; and Boeing Alert Service Bulletin 767-54A0074, Revision 1, dated April 24, 2008; which are the latest versions of certain service bulletins referred to in AD 2005-19-23 as additional sources of guidance for doing the terminating action. Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, refers to Boeing Alert Service Bulletin 767-54A0062, Revision 6, dated November 5, 2009; and Boeing Alert Service Bulletin 767-54A0074, Revision 1, dated April 24, 2008; as additional sources of guidance for doing the terminating action in Part 4 of the alert service bulletin. \n\nOther Relevant Rulemaking \n\n\tThe FAA has issued the following ADs that are related to the additional sources of guidance specified in this AD. \n\n\tTable--Other Relevant Rulemaking\n\n\n\nAD\nApplicability\nRelated Boeing Service Bulletin\nAD Requirement\nAD 2000-07-05, amendment 39-11659 (65 FR 18883, April 10, 2000)\nCertain Boeing Model 767 series airplanes\n767-54A0094\nRepetitive inspections to detect cracking or damage of the forward and aft lugs of the diagonal brace of the nacelle strut; follow-on actions, if necessary; and terminating action for the repetitive inspections. \nAD 2004-16-12, amendment 39-13768 (69 FR 51002, August 17, 2004).\nCertain Boeing Model 767-200, -300, and -300F series airplanes powered by Pratt & Whitney engines or General Electric engines\n767-54-0069, 767-54-0080, 767-54-0081, and 767-54A0094\nModification of the nacelle strut and wing structure. (AD 2004-16-12 superseded AD 2001-02-07, Amendment 39-12091 and AD 2001-06-12, Amendment 39-12159.) \nAD 2009-20-09, amendment 39-16032 (74 FR 50692, October 1, 2009)\nCertain Boeing Model 767-200, -300, and -300F series airplanes \n767-54A0074\nRepetitive inspections for fatigue cracking and corrosion of the upper link fuse pin of the nacelle struts, and related investigative and corrective actions if necessary.\nAD 2010-03-08, amendment 39-16192 (75 FR 5677, February 4, 2010)\nCertain Boeing Model 767-200, -300, and -300F series airplanes\n767-54A0062, 767-54-0069\nRepetitive detailed and eddy current inspections to detect cracks of certain midspar fuse pins, and corrective action if necessary. (AD 2010-03-08 superseded AD 2003-03-02, Amendment 39-13026.)\n\n\t\nFAA's Determination and Requirements of This AD \n\n\tThe unsafe condition described previously is likely to exist or develop on other airplanes of the same type design. For this reason, we are issuing this AD to supersede AD 2005-19-23. This AD requires accomplishing the actions specified in Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, described previously, except as discussed under "Differences Between the AD and the Service Bulletin.'' \n\nDifferences Between the AD and the Service Bulletin \n\n\tThe service bulletin specifies to contact the manufacturer forinstructions on how to repair certain conditions, but this AD requires repairing those conditions in one of the following ways: \n\tIn accordance with a method that we approve; or \n\tUsing data that meet the certification basis of the airplane, and that have been approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) whom we have authorized to make those findings. \n\tSteps 4.a. and 4.b. of Part 2 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, specify actions if cracking is found and the hole size is either greater than 0.5322 inch or less than 0.5322 inch but not if the hole size equals 0.5322 inch. This AD specifies that if cracking is found and the hole size equals 0.5322 inch, then the terminating action specified in step 4.a. of Part 2 of the Work Instructions of Boeing Alert Service Bulletin 767-54A0101, Revision 5, dated June 29, 2010, must be accomplished. \n\nInterim Action \n\n\tWe consider this AD interim action. We are currently considering additional rulemaking to expand the inspection area. \n\nFAA's Justification and Determination of the Effective Date \n\n\tFatigue cracking in the primary strut structure could result in reduced structural integrity of the strut and consequent separation of the strut and engine. Because of our requirement to promote safe flight of civil aircraft and thus, the critical need to ensure the structural integrity of the pylon structure and midspar fittings and the short compliance time involved with this action, this AD must be issued immediately. \n\tBecause an unsafe condition exists that requires the immediate adoption of this AD, we find that notice and opportunity for prior public comment hereon are impracticable and that good cause exists for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\tThis AD is a final rule that involves requirements affecting flight safety, and we did not provide you with noticeand an opportunity to provide your comments before it becomes effective. However, we invite you to send any written data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include "Docket No. FAA-2010-0671; Directorate Identifier 2010-NM-142-AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this AD. We will consider all comments received by the closing date and may amend this AD because of those comments. \n\tWe will post all comments we receive, without change, to http:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this AD. \n\nAuthority for This Rulemaking \n\n\tTitle 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. \n\tWe are 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. \n\nRegulatory Findings \n\n\tWe have determined that 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 ofgovernment. \n\tFor the reasons discussed above, I certify that the regulation: \n\t1. Is not a "significant regulatory action'' under Executive Order 12866; \n\t2. Is not a "significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and \n\t3. 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. \n\tWe prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket. See the ADDRESSES section for a location to examine the regulatory evaluation. \n\nList of Subjects in 14 CFR Part 39 \n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. \n\nAdoption of the Amendment \n\nAccordingly, under the authority delegated to me by the Administrator, the FAA amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows: \n\nPART 39--AIRWORTHINESS DIRECTIVES \n\n1. The authority citation for part 39 continues to read as follows: \n\n\tAuthority: 49 U.S.C. 106(g), 40113, 44701. \n\nSec. 39.13 (Amended) \n\n2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by removing amendment 39-14288 (70 FR 55519, September 22, 2005) and by adding the following new airworthiness directive (AD):