Airworthiness Directives; The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 9137-9140 [2010-4167]
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Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules
§ 134.316
The decision.
DEPARTMENT OF TRANSPORTATION
(a) The Judge shall issue a size appeal
decision, insofar as practicable, within
60 calendar days after close of the
record.
(b) The Judge shall issue a NAICS
code appeal decision, insofar as
practicable, within15 calendar days
after close of the record.
*
*
*
*
*
Subpart E—Rules of Practice for
Appeals From Service-Disabled
Veteran Owned Small Business
Concern Protests
§ 134.504
[Removed]
When will a Judge dismiss an
(a) The Judge shall dismiss an appeal
if:
(1) The appeal is untimely filed
pursuant to § 134.503.
(2) The matter has been decided or is
the subject of an adjudication before a
court of competent jurisdiction over
such matters.
*
*
*
*
*
§ 134.513
[Amended]
21. Amend newly redesignated
§ 134.513 by removing the second
sentence.
§ 134.514
[Amended]
22. Amend newly redesignated
§ 134.514(b) by removing the word
‘‘service’’ in the second sentence and
adding in its place the word ‘‘issuance’’.
Dated: October 21, 2009.
Karen Mills,
Administrator.
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BILLING CODE 8025–01–P
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14 CFR Part 39
[Docket No. FAA–2010–0173; Directorate
Identifier 2009–NM–076–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
19. Remove § 134.504.
§§ 134.505 through 134.515
[Redesignated as §§ 134.504 through
134.514]
20. Redesignate §§ 134.505 through
134.515 as §§ 134.504 through 134.514,
respectively.
21. Amend newly redesignated
§ 134.508 by revising paragraph (a) to
read as follows:
§ 134.508
appeal?
Federal Aviation Administration
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Model
737–100, –200, –200C, –300, –400, and
–500 series airplanes. The existing AD
currently requires repetitive inspections
to find cracks, fractures, or corrosion of
each carriage spindle of the left and
right outboard mid-flaps, and corrective
action if necessary. The existing AD also
currently requires repetitive gap checks
of the inboard and outboard carriage of
the outboard mid-flaps to detect
fractured carriage spindles, and
corrective actions if necessary. This
proposed AD would require any new or
serviceable carriage spindle installed
per the requirements of the existing AD
to meet minimum allowable diameter
measurements taken at three locations.
This proposed AD also would require
new repetitive inspections,
measurements, and overhaul of the
carriage spindles, and applicable
corrective actions. In addition, this
proposed AD would require replacing
any carriage spindle when it has
reached its maximum life limit. This
proposed AD results from reports of
fractures that resulted from stress
corrosion and pitting along the length of
the spindle and spindle diameter, and
additional reports of corrosion on the
outboard flap carriage spindles. We are
proposing this AD to detect and correct
cracked, corroded, or fractured carriage
spindles, and to prevent severe flap
asymmetry, which could result in
reduced control or loss of controllability
of the airplane.
DATES: We must receive comments on
this proposed AD by April 15, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
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9137
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(telephone 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6440; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2010–0173; Directorate Identifier
2009–NM–076–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On November 24, 2003, we issued AD
2003–24–08, Amendment 39–13377 (68
FR 67027, December 1, 2003), for all
Model 737–100, –200, –200C, –300,
–400, and –500 series airplanes. That
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Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules
AD currently requires repetitive
inspections to find cracks, fractures, or
corrosion of each carriage spindle of the
left and right outboard mid-flaps, and
corrective action if necessary. That AD
also currently requires repetitive gap
checks of the inboard and outboard
carriage of the outboard mid-flaps to
detect fractured carriage spindles, and
corrective actions if necessary. That AD
resulted from a report indicating that
the inboard and outboard carriage
spindles (number 7 and 8 carriage
spindles) were fractured on the right
outboard flap during approach to
landing. We issued that AD to detect
and correct cracked, corroded, or
fractured carriage spindles, and to
prevent severe flap asymmetry, which
could result in reduced control or loss
of controllability of the airplane.
bulletin describes procedures for
repetitive detailed and magnetic particle
inspections to detect discrepancies
(including corrosion, pitting, and
cracks) of the carriage spindle, repetitive
measurements to determine the
diameter of certain areas of the carriage
spindle, and applicable corrective
actions. The corrective actions include
repairing any corrosion or pitting, or
replacement with a new or serviceable
carriage. The service bulletin also
describes procedures for repetitive
overhauls of the carriage. In addition,
the service bulletin describes
procedures for repetitive replacements
of any carriage when it has reached its
maximum life limit.
Actions Since Existing AD Was Issued
The preamble to AD 2003–24–08
explains that we considered the
requirements ‘‘interim action’’ and were
considering further rulemaking. We now
have determined that further
rulemaking is indeed necessary, and
this proposed AD follows from that
determination.
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to develop on
other airplanes of the same type design.
For this reason, we are proposing this
AD, which would supersede AD 2003–
24–08 and would retain certain
requirements of the existing AD. This
proposed AD would require any new or
serviceable carriage spindle installed
per the requirements of the existing AD
to meet minimum allowable diameter
measurements taken at three locations
of the spindle. This proposed AD also
would require accomplishing the
actions specified in the service bulletin
described previously.
Change to Existing AD
This proposed AD would retain
certain requirements of AD 2003–24–08.
Since AD 2003–24–08 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
Requirement in
AD 2003–24–08
paragraph (c)
paragraph (d)
paragraph (e)
paragraph (f)
paragraph (g)
paragraph (h)
paragraph (i)
paragraph (j)
FAA’s Determination and Requirements
of the Proposed AD
Relevant Service Information
We have reviewed Boeing Alert
Service Bulletin 737–57A1218, Revision
5, dated February 9, 2009. The service
Corresponding
requirement in this
proposed AD
paragraph (g)
paragraph (h)
paragraph (i)
paragraph (j)
paragraph (k)
paragraph (l)
paragraph (m)
paragraph (n)
Costs of Compliance
There are about 2,852 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this proposed AD.
ESTIMATED COSTS
Action
Work hours
Inspections (required by
AD 2003–24–08).
Inspections and measurements (new proposed
actions).
Overhauls (new proposed
actions).
Replacements (new proposed actions).
1 $7,000
Average
labor rate
per hour
Parts
Number of
U.S.registered
airplanes
Cost per airplane
12
$85
None ........
$1,020 per inspection cycle
652
2
85
None ........
$170 per inspection and
measurement cycle.
652
16
85
$28,000 1
$29,360 per overhaul cycle
652
16
85
$60,000 2
$61,360 per replacement
cycle.
652
Fleet cost
$665,040 per inspection
cycle.
$110,840 per inspection
and measurement cycle.
$19,142,720 per overhaul
cycle.
$40,006,720 per replacement cycle.
per spindle; 4 spindles per airplane.
per spindle; 4 spindles per airplane.
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2 $15,000
The cost impact figures discussed
above are based on assumptions that no
operator has yet accomplished any of
the actions required by this AD, and that
no operator would accomplish those
actions in the future if this AD were not
adopted. However, we have been
advised that the carriages are already
being overhauled and replaced on some
affected airplanes. In addition, the
replacement cycle is approximately
every 20 years. Therefore, the future
economic cost impact of this proposed
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rule on U.S. operators is expected to be
less than the cost impact figures
indicated above.
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.
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We 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
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Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules
products identified in this rulemaking
action.
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 and placed it in the
AD docket. 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, Incorporation by reference,
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.
§ 39.13
[Amended]
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2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing Amendment 39–13377 (68
FR 67027, December 1, 2003) and
adding the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA–
2010–0173; Directorate Identifier 2009–
NM–076–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by April 15, 2010.
Affected ADs
(b) This AD supersedes AD 2003–24–08,
Amendment 39–13377.
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Applicability
(c) This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category.
Subject
(d) Air Transport Association (ATA) of
America Code 57: Wings.
Unsafe Condition
(e) This AD results from a report indicating
that the inboard and outboard carriage
spindles were fractured on the right outboard
flap during approach to landing. We are
issuing this AD to detect and correct cracked,
corroded, or fractured carriage spindles and
to prevent severe flap asymmetry, which
could result in reduced control or loss of
controllability of the airplane.
Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Restatement of Certain Requirements of AD
2003–24–08, With Updated Service
Information
Compliance Times
(g) The tables in paragraph 1.E.,
‘‘Compliance’’ of Boeing Alert Service
Bulletin 737–57A1277, Revision 1, dated
November 25, 2003, specify the compliance
times for paragraphs (g) through (k) of this
AD. For carriage spindles that have
accumulated the number of flight cycles or
years in service specified in the ‘‘Threshold’’
column of the tables, accomplish the gap
check and nondestructive test (NDT) and
general visual inspections specified in
paragraphs (h) and (j) of this AD within the
corresponding interval after December 4,
2003 (the effective date AD 2003–24–08), as
specified in the ‘‘Interval’’ column. Repeat the
gap check and NDT and general visual
inspections at the same intervals, except:
(1) The gap check does not have to be done
at the same time as an NDT inspection; after
doing an NDT inspection, the interval for
doing the next gap check can be measured
from the NDT inspection; and
(2) As carriage spindles gain flight cycles
or years in service and move from one
category in the ‘‘Threshold’’ column to
another, they are subject to the repetitive
inspection intervals corresponding to the
new threshold category.
Work Package 2: Gap Check
(h) Perform a gap check of the inboard and
outboard carriage of the left and right
outboard mid-flaps to determine if there is a
positive indication of a severed carriage
spindle, in accordance with Work Package 2
of paragraph 3.B., ‘‘Work Instructions’’ of
Boeing Alert Service Bulletin 737–57A1277,
Revision 1, dated November 25, 2003.
Work Package 2: Corrective Actions
(i) If there is a positive indication of a
severed carriage spindle during the gap check
required by paragraph (h) of this AD, before
further flight, remove the carriage spindle
and install a new or serviceable carriage
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9139
spindle in accordance with the ‘‘Work
Instructions’’ of Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated November
25, 2003; or Boeing Alert Service Bulletin
737–57A1218, Revision 5, dated February 9,
2009. If, as a result of the detailed inspection
described in paragraph 4.b. of Work Package
2 of Boeing Alert Service Bulletin 737–
57A1277, Revision 1, dated November 25,
2003, a carriage spindle is found not to be
severed and no corrosion and no cracking is
present, it can be reinstalled on the mid-flap
in accordance with Boeing Alert Service
Bulletin 737–57A1277, Revision 1, dated
November 25, 2003; or Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009. After the effective date of
this AD, use only Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009.
Work Package 1: Inspections
(j) Perform a NDT inspection and general
visual inspection for each carriage spindle of
the left and right outboard mid-flaps to detect
cracks, corrosion, or severed carriage
spindles, in accordance with the ‘‘Work
Instructions’’ of Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated November
25, 2003.
Work Package 1: Corrective Actions
(k) If any corroded, cracked, or severed
carriage spindle is found during any
inspection required by paragraph (j) of this
AD, before further flight, remove the carriage
spindle and install a new or serviceable
carriage spindle in accordance with the
‘‘Work Instructions’’ of Boeing Alert Service
Bulletin 737–57A1277, Revision 1, dated
November 25, 2003; or Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009. After the effective date of
this AD, use only Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009.
Parts Installation
(l) Except as provided in paragraph (i) of
this AD: As of December 4, 2003, no person
may install on any airplane a carriage spindle
that has been removed as required by
paragraph (i) or (k) of this AD, unless it has
been overhauled in accordance with the
‘‘Work Instructions’’ of Boeing Alert Service
Bulletin 737–57A1277, Revision 1, dated
November 25, 2003; or Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009. After the effective date of
this AD, use only Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009. To be eligible for
installation under this paragraph, the carriage
spindle must have been overhauled in
accordance with the requirements of
paragraph (m) of this AD.
(m) During accomplishment of any
overhaul specified in paragraph (l) of this
AD, use the procedures specified in
paragraphs (m)(1) and (m)(2) of this AD
during application of the nickel plating to the
carriage spindle in addition to those
specified in Boeing 737 Standard Overhaul
Practices Manual, Chapter 20–42–09,
Revision 25, dated July 1, 2009.
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(1) The maximum deposition rate of the
nickel plating in any one plating/baking
cycle must not exceed 0.002-inches-per-hour.
(2) Begin the hydrogen embrittlement relief
bake within 10 hours after application of the
plating, or less than 24 hours after the current
was first applied to the part, whichever is
first.
Exception to Reporting Recommendations in
Certain Service Bulletins
(n) Although Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated November
25, 2003, recommends that operators report
inspection findings to the manufacturer, this
AD does not contain such a reporting
requirement.
New Actions Required by This AD
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Inspections, Measurements, and Overhauls of
the Carriage Spindle
(o) At the applicable times specified in
paragraph (o)(1) or (o)(2) of this AD: Do the
detailed inspection for corrosion, pitting, and
cracking of the carriage spindle, the magnetic
particle inspection for cracking of the
carriage spindle, measurements of the
spindle to determine if it meets the allowable
minimum diameter, and overhauls, and
applicable corrective actions by
accomplishing all the applicable actions
specified in the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–57A1218, Revision 5, dated February 9,
2009. The applicable corrective actions must
be done before further flight. Repeat these
actions thereafter at intervals not to exceed
12,000 flight cycles on the carriage spindle or
8 years, whichever comes first.
(1) For Model 737–100, –200, –200C
airplanes, at the later of the times specified
in paragraph (o)(1)(i) or (o)(1)(ii) of this AD:
(i) Before the accumulation of 12,000 total
flight cycles on the carriage spindle since
new or overhauled, or within 8 years after the
installation of the new or overhauled part,
whichever comes first.
(ii) Within 1 year after the effective date of
this AD.
(2) For Model –300, –400, and –500 series
airplanes, at the later of the times specified
in paragraph (o)(2)(i) or (o)(2)(ii) of this AD:
(i) Before the accumulation of 12,000 total
flight cycles on the carriage spindle since
new or overhauled, or within 8 years after the
installation of the new or overhauled part,
whichever comes first.
(ii) Within 2 years after the effective date
of this AD.
Replacement of the Carriage Spindle
(p) For Model 737–100, –200, –200C
airplanes: Replace the carriage spindle with
a new or documented (for which the service
life, in flight cycles, is known) carriage
spindle, in accordance with Boeing Alert
Service Bulletin 737–57A1218, Revision 5,
dated February 9, 2009, at the later of the
times specified in paragraphs (p)(1) and
(p)(2) of this AD, except as required by
paragraph (r) of this AD. Overhauling the
carriage spindles does not zero-out the flight
cycles. Total flight cycles accumulate since
new.
(1) Before the accumulation of 48,000 total
flight cycles on the new or overhauled
carriage.
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(2) Within three years or 7,500 flight cycles
after the effective date of this AD, whichever
occurs first.
(q) For Model 737–300, –400, and –500
series airplanes: Replace the carriage spindle
with a new or documented (for which the
service life, in flight cycles, is known)
carriage spindle, in accordance with Boeing
Alert Service Bulletin 737–57A1218,
Revision 5, dated February 9, 2009, at the
later of the times specified in paragraphs
(q)(1) and (q)(2) of this AD, except as
required by paragraph (r) of this AD.
Overhauling the carriage spindles does not
zero-out the flight cycles. Total flight cycles
accumulate since new.
(1) Before the accumulation of 48,000 total
flight cycles on the new or overhauled
carriage.
(2) Within six years or 15,000 flight cycles
after the effective date of this AD, whichever
occurs first.
(r) For airplanes with an undocumented
carriage: Do the applicable actions specified
in paragraph (p) or (q) of this AD at the
applicable time specified in paragraph (r)(1)
or (r)(2) of this AD.
(1) For Model 737–100, –200, –200C series
airplanes: Do the actions specified in
paragraph (p) of this AD at the time specified
in paragraph (p)(2) of this AD.
(2) For Model –300, –400, and –500 series
airplanes: Do the actions specified in
paragraph (q) of this AD at the time specified
in paragraph (q)(2) of this AD.
Repetitive Replacements of Carriage Spindle
(s) For all airplanes: Repeat the
replacement of the carriage spindle specified
by paragraph (p) or (q) of this AD, as
applicable, thereafter at intervals not to
exceed 48,000 total flight cycles on the new
or overhauled carriage spindle.
Alternative Methods of Compliance
(AMOCs)
(t)(1) The Manager, Seattle Aircraft
Certification Office (ACO), 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:
Nancy Marsh, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356; telephone
(425) 917–6440; fax (425) 917–6590. Or,
e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov.
(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.
(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
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method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
Issued in Renton, Washington, on February
17, 2010.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–4167 Filed 2–26–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–1100; Directorate
Identifier 2009–NE–37–AD]
RIN 2120–AA64
Airworthiness Directives; International
Aero Engines AG (IAE) V2500–A1,
V2522–A5, V2524–A5, V2525–D5,
V2527–A5, V2527E–A5, V2527M–A5,
V2528–D5, V2530–A5, and V2533–A5
Turbofan Engines; Correction
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM); correction.
SUMMARY: The FAA is correcting an
NPRM, which published in the Federal
Register. That NPRM applies to IAE
V2500–A1, V2522–A5, V2524–A5,
V2525–D5, V2527–A5, V2527E–A5,
V2527M–A5, V2528–D5, V2530–A5,
and V2533–A5 turbofan engines. The
docket number is incorrect in three
locations. This document corrects the
docket number in those three locations.
In all other respects, the original
document remains the same.
DATES: The NPRM is corrected as of
March 1, 2010.
FOR FURTHER INFORMATION CONTACT:
Kevin Dickert, Aerospace Engineer,
Engine Certification Office, FAA, 12
New England Executive Park,
Burlington, MA 01803; e-mail:
kevin.dickert@faa.gov; phone: (781)
238–7117, fax: (781) 238–7199.
SUPPLEMENTARY INFORMATION: On
February 12, 2010 (75 FR 6860), we
published a proposed AD, FR Doc.
2010–2999, in the Federal Register.
That AD applies to IAE V2500–A1,
V2522–A5, V2524–A5, V2525–D5,
V2527–A5, V2527E–A5, V2527M–A5,
V2528–D5, V2530–A5, and V2533–A5
turbofan engines. We need to make the
following corrections:
§ 39.13
[Corrected]
On page 6860, in the first column,
under 14 CFR Part 39, ‘‘Docket No.
E:\FR\FM\01MRP1.SGM
01MRP1
]]>Agencies
[Federal Register Volume 75, Number 39 (Monday, March 1, 2010)]
[Proposed Rules]
[Pages 9137-9140]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-4167]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0173; Directorate Identifier 2009-NM-076-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 737-100, -200,
-200C, -300, -400, and -500 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to all Model 737-100, -200, -200C, -300, -
400, and -500 series airplanes. The existing AD currently requires
repetitive inspections to find cracks, fractures, or corrosion of each
carriage spindle of the left and right outboard mid-flaps, and
corrective action if necessary. The existing AD also currently requires
repetitive gap checks of the inboard and outboard carriage of the
outboard mid-flaps to detect fractured carriage spindles, and
corrective actions if necessary. This proposed AD would require any new
or serviceable carriage spindle installed per the requirements of the
existing AD to meet minimum allowable diameter measurements taken at
three locations. This proposed AD also would require new repetitive
inspections, measurements, and overhaul of the carriage spindles, and
applicable corrective actions. In addition, this proposed AD would
require replacing any carriage spindle when it has reached its maximum
life limit. This proposed AD results from reports of fractures that
resulted from stress corrosion and pitting along the length of the
spindle and spindle diameter, and additional reports of corrosion on
the outboard flap carriage spindles. We are proposing this AD to detect
and correct cracked, corroded, or fractured carriage spindles, and to
prevent severe flap asymmetry, which could result in reduced control or
loss of controllability of the airplane.
DATES: We must receive comments on this proposed AD by April 15, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
917-6440; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2010-0173;
Directorate Identifier 2009-NM-076-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On November 24, 2003, we issued AD 2003-24-08, Amendment 39-13377
(68 FR 67027, December 1, 2003), for all Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes. That
[[Page 9138]]
AD currently requires repetitive inspections to find cracks, fractures,
or corrosion of each carriage spindle of the left and right outboard
mid-flaps, and corrective action if necessary. That AD also currently
requires repetitive gap checks of the inboard and outboard carriage of
the outboard mid-flaps to detect fractured carriage spindles, and
corrective actions if necessary. That AD resulted from a report
indicating that the inboard and outboard carriage spindles (number 7
and 8 carriage spindles) were fractured on the right outboard flap
during approach to landing. We issued that AD to detect and correct
cracked, corroded, or fractured carriage spindles, and to prevent
severe flap asymmetry, which could result in reduced control or loss of
controllability of the airplane.
Actions Since Existing AD Was Issued
The preamble to AD 2003-24-08 explains that we considered the
requirements ``interim action'' and were considering further
rulemaking. We now have determined that further rulemaking is indeed
necessary, and this proposed AD follows from that determination.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 737-57A1218,
Revision 5, dated February 9, 2009. The service bulletin describes
procedures for repetitive detailed and magnetic particle inspections to
detect discrepancies (including corrosion, pitting, and cracks) of the
carriage spindle, repetitive measurements to determine the diameter of
certain areas of the carriage spindle, and applicable corrective
actions. The corrective actions include repairing any corrosion or
pitting, or replacement with a new or serviceable carriage. The service
bulletin also describes procedures for repetitive overhauls of the
carriage. In addition, the service bulletin describes procedures for
repetitive replacements of any carriage when it has reached its maximum
life limit.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design. For this reason, we are proposing this AD, which
would supersede AD 2003-24-08 and would retain certain requirements of
the existing AD. This proposed AD would require any new or serviceable
carriage spindle installed per the requirements of the existing AD to
meet minimum allowable diameter measurements taken at three locations
of the spindle. This proposed AD also would require accomplishing the
actions specified in the service bulletin described previously.
Change to Existing AD
This proposed AD would retain certain requirements of AD 2003-24-
08. Since AD 2003-24-08 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 in this
Requirement in AD 2003-24-08 proposed AD
------------------------------------------------------------------------
paragraph (c) paragraph (g)
paragraph (d) paragraph (h)
paragraph (e) paragraph (i)
paragraph (f) paragraph (j)
paragraph (g) paragraph (k)
paragraph (h) paragraph (l)
paragraph (i) paragraph (m)
paragraph (j) paragraph (n)
------------------------------------------------------------------------
Costs of Compliance
There are about 2,852 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Average U.S.-
Action Work hours labor rate Parts Cost per airplane registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspections (required by AD 2003-24- 12 $85 None.................. $1,020 per inspection 652 $665,040 per inspection
08). cycle. cycle.
Inspections and measurements (new 2 85 None.................. $170 per inspection and 652 $110,840 per inspection
proposed actions). measurement cycle. and measurement cycle.
Overhauls (new proposed actions)..... 16 85 $28,000 \1\........... $29,360 per overhaul 652 $19,142,720 per overhaul
cycle. cycle.
Replacements (new proposed actions).. 16 85 $60,000 \2\........... $61,360 per replacement 652 $40,006,720 per
cycle. replacement cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ $7,000 per spindle; 4 spindles per airplane.
\2\ $15,000 per spindle; 4 spindles per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the actions required by
this AD, and that no operator would accomplish those actions in the
future if this AD were not adopted. However, we have been advised that
the carriages are already being overhauled and replaced on some
affected airplanes. In addition, the replacement cycle is approximately
every 20 years. Therefore, the future economic cost impact of this
proposed rule on U.S. operators is expected to be less than the cost
impact figures indicated above.
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.
We 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
[[Page 9139]]
products identified in this rulemaking action.
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 and placed it in the AD docket. 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, Incorporation by
reference, 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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing Amendment 39-13377 (68 FR 67027, December 1, 2003) and adding
the following new airworthiness directive (AD):
The Boeing Company: Docket No. FAA-2010-0173; Directorate Identifier
2009-NM-076-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by April 15,
2010.
Affected ADs
(b) This AD supersedes AD 2003-24-08, Amendment 39-13377.
Applicability
(c) This AD applies to all The Boeing Company Model 737-100, -
200, -200C, -300, -400, and -500 series airplanes, certificated in
any category.
Subject
(d) Air Transport Association (ATA) of America Code 57: Wings.
Unsafe Condition
(e) This AD results from a report indicating that the inboard
and outboard carriage spindles were fractured on the right outboard
flap during approach to landing. We are issuing this AD to detect
and correct cracked, corroded, or fractured carriage spindles and to
prevent severe flap asymmetry, which could result in reduced control
or loss of controllability of the airplane.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of Certain Requirements of AD 2003-24-08, With Updated
Service Information
Compliance Times
(g) The tables in paragraph 1.E., ``Compliance'' of Boeing Alert
Service Bulletin 737-57A1277, Revision 1, dated November 25, 2003,
specify the compliance times for paragraphs (g) through (k) of this
AD. For carriage spindles that have accumulated the number of flight
cycles or years in service specified in the ``Threshold'' column of
the tables, accomplish the gap check and nondestructive test (NDT)
and general visual inspections specified in paragraphs (h) and (j)
of this AD within the corresponding interval after December 4, 2003
(the effective date AD 2003-24-08), as specified in the ``Interval''
column. Repeat the gap check and NDT and general visual inspections
at the same intervals, except:
(1) The gap check does not have to be done at the same time as
an NDT inspection; after doing an NDT inspection, the interval for
doing the next gap check can be measured from the NDT inspection;
and
(2) As carriage spindles gain flight cycles or years in service
and move from one category in the ``Threshold'' column to another,
they are subject to the repetitive inspection intervals
corresponding to the new threshold category.
Work Package 2: Gap Check
(h) Perform a gap check of the inboard and outboard carriage of
the left and right outboard mid-flaps to determine if there is a
positive indication of a severed carriage spindle, in accordance
with Work Package 2 of paragraph 3.B., ``Work Instructions'' of
Boeing Alert Service Bulletin 737-57A1277, Revision 1, dated
November 25, 2003.
Work Package 2: Corrective Actions
(i) If there is a positive indication of a severed carriage
spindle during the gap check required by paragraph (h) of this AD,
before further flight, remove the carriage spindle and install a new
or serviceable carriage spindle in accordance with the ``Work
Instructions'' of Boeing Alert Service Bulletin 737-57A1277,
Revision 1, dated November 25, 2003; or Boeing Alert Service
Bulletin 737-57A1218, Revision 5, dated February 9, 2009. If, as a
result of the detailed inspection described in paragraph 4.b. of
Work Package 2 of Boeing Alert Service Bulletin 737-57A1277,
Revision 1, dated November 25, 2003, a carriage spindle is found not
to be severed and no corrosion and no cracking is present, it can be
reinstalled on the mid-flap in accordance with Boeing Alert Service
Bulletin 737-57A1277, Revision 1, dated November 25, 2003; or Boeing
Alert Service Bulletin 737-57A1218, Revision 5, dated February 9,
2009. After the effective date of this AD, use only Boeing Alert
Service Bulletin 737-57A1218, Revision 5, dated February 9, 2009.
Work Package 1: Inspections
(j) Perform a NDT inspection and general visual inspection for
each carriage spindle of the left and right outboard mid-flaps to
detect cracks, corrosion, or severed carriage spindles, in
accordance with the ``Work Instructions'' of Boeing Alert Service
Bulletin 737-57A1277, Revision 1, dated November 25, 2003.
Work Package 1: Corrective Actions
(k) If any corroded, cracked, or severed carriage spindle is
found during any inspection required by paragraph (j) of this AD,
before further flight, remove the carriage spindle and install a new
or serviceable carriage spindle in accordance with the ``Work
Instructions'' of Boeing Alert Service Bulletin 737-57A1277,
Revision 1, dated November 25, 2003; or Boeing Alert Service
Bulletin 737-57A1218, Revision 5, dated February 9, 2009. After the
effective date of this AD, use only Boeing Alert Service Bulletin
737-57A1218, Revision 5, dated February 9, 2009.
Parts Installation
(l) Except as provided in paragraph (i) of this AD: As of
December 4, 2003, no person may install on any airplane a carriage
spindle that has been removed as required by paragraph (i) or (k) of
this AD, unless it has been overhauled in accordance with the ``Work
Instructions'' of Boeing Alert Service Bulletin 737-57A1277,
Revision 1, dated November 25, 2003; or Boeing Alert Service
Bulletin 737-57A1218, Revision 5, dated February 9, 2009. After the
effective date of this AD, use only Boeing Alert Service Bulletin
737-57A1218, Revision 5, dated February 9, 2009. To be eligible for
installation under this paragraph, the carriage spindle must have
been overhauled in accordance with the requirements of paragraph (m)
of this AD.
(m) During accomplishment of any overhaul specified in paragraph
(l) of this AD, use the procedures specified in paragraphs (m)(1)
and (m)(2) of this AD during application of the nickel plating to
the carriage spindle in addition to those specified in Boeing 737
Standard Overhaul Practices Manual, Chapter 20-42-09, Revision 25,
dated July 1, 2009.
[[Page 9140]]
(1) The maximum deposition rate of the nickel plating in any one
plating/baking cycle must not exceed 0.002-inches-per-hour.
(2) Begin the hydrogen embrittlement relief bake within 10 hours
after application of the plating, or less than 24 hours after the
current was first applied to the part, whichever is first.
Exception to Reporting Recommendations in Certain Service Bulletins
(n) Although Boeing Alert Service Bulletin 737-57A1277, Revision
1, dated November 25, 2003, recommends that operators report
inspection findings to the manufacturer, this AD does not contain
such a reporting requirement.
New Actions Required by This AD
Inspections, Measurements, and Overhauls of the Carriage Spindle
(o) At the applicable times specified in paragraph (o)(1) or
(o)(2) of this AD: Do the detailed inspection for corrosion,
pitting, and cracking of the carriage spindle, the magnetic particle
inspection for cracking of the carriage spindle, measurements of the
spindle to determine if it meets the allowable minimum diameter, and
overhauls, and applicable corrective actions by accomplishing all
the applicable actions specified in the Accomplishment Instructions
of Boeing Alert Service Bulletin 737-57A1218, Revision 5, dated
February 9, 2009. The applicable corrective actions must be done
before further flight. Repeat these actions thereafter at intervals
not to exceed 12,000 flight cycles on the carriage spindle or 8
years, whichever comes first.
(1) For Model 737-100, -200, -200C airplanes, at the later of
the times specified in paragraph (o)(1)(i) or (o)(1)(ii) of this AD:
(i) Before the accumulation of 12,000 total flight cycles on the
carriage spindle since new or overhauled, or within 8 years after
the installation of the new or overhauled part, whichever comes
first.
(ii) Within 1 year after the effective date of this AD.
(2) For Model -300, -400, and -500 series airplanes, at the
later of the times specified in paragraph (o)(2)(i) or (o)(2)(ii) of
this AD:
(i) Before the accumulation of 12,000 total flight cycles on the
carriage spindle since new or overhauled, or within 8 years after
the installation of the new or overhauled part, whichever comes
first.
(ii) Within 2 years after the effective date of this AD.
Replacement of the Carriage Spindle
(p) For Model 737-100, -200, -200C airplanes: Replace the
carriage spindle with a new or documented (for which the service
life, in flight cycles, is known) carriage spindle, in accordance
with Boeing Alert Service Bulletin 737-57A1218, Revision 5, dated
February 9, 2009, at the later of the times specified in paragraphs
(p)(1) and (p)(2) of this AD, except as required by paragraph (r) of
this AD. Overhauling the carriage spindles does not zero-out the
flight cycles. Total flight cycles accumulate since new.
(1) Before the accumulation of 48,000 total flight cycles on the
new or overhauled carriage.
(2) Within three years or 7,500 flight cycles after the
effective date of this AD, whichever occurs first.
(q) For Model 737-300, -400, and -500 series airplanes: Replace
the carriage spindle with a new or documented (for which the service
life, in flight cycles, is known) carriage spindle, in accordance
with Boeing Alert Service Bulletin 737-57A1218, Revision 5, dated
February 9, 2009, at the later of the times specified in paragraphs
(q)(1) and (q)(2) of this AD, except as required by paragraph (r) of
this AD. Overhauling the carriage spindles does not zero-out the
flight cycles. Total flight cycles accumulate since new.
(1) Before the accumulation of 48,000 total flight cycles on the
new or overhauled carriage.
(2) Within six years or 15,000 flight cycles after the effective
date of this AD, whichever occurs first.
(r) For airplanes with an undocumented carriage: Do the
applicable actions specified in paragraph (p) or (q) of this AD at
the applicable time specified in paragraph (r)(1) or (r)(2) of this
AD.
(1) For Model 737-100, -200, -200C series airplanes: Do the
actions specified in paragraph (p) of this AD at the time specified
in paragraph (p)(2) of this AD.
(2) For Model -300, -400, and -500 series airplanes: Do the
actions specified in paragraph (q) of this AD at the time specified
in paragraph (q)(2) of this AD.
Repetitive Replacements of Carriage Spindle
(s) For all airplanes: Repeat the replacement of the carriage
spindle specified by paragraph (p) or (q) of this AD, as applicable,
thereafter at intervals not to exceed 48,000 total flight cycles on
the new or overhauled carriage spindle.
Alternative Methods of Compliance (AMOCs)
(t)(1) The Manager, Seattle Aircraft Certification Office (ACO),
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: Nancy Marsh, Aerospace Engineer, Airframe Branch, ANM-120S,
FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; telephone (425) 917-6440; fax (425)
917-6590. Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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.
(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.
Issued in Renton, Washington, on February 17, 2010.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-4167 Filed 2-26-10; 8:45 am]
BILLING CODE 4910-13-P
