Airworthiness Directives; The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 10658-10664 [2010-4511]
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10658
Federal Register / Vol. 75, No. 45 / Tuesday, March 9, 2010 / Rules and Regulations
11. In § 56.10, the introductory text of
paragraph (a) is revised to read as
follows:
■
§ 56.10 Initial State response and
containment plan.
(a) In order for poultry owners within
a State to be eligible for indemnity for
100 percent of eligible costs under
§ 56.3(b), the State in which the poultry
participate in the Plan must have in
place an initial State response and
containment plan that has been
approved by APHIS. The initial State
response and containment plan must be
developed by the Official State Agency.
In States where the Official State
Agency is different than the Cooperating
State Agency, the Cooperating State
Agency must also participate in the
development of the plan. The plan must
be administered by the Cooperating
State Agency of the relevant State. This
plan must include:
*
*
*
*
*
PART 146—NATIONAL POULTRY
IMPROVEMENT PLAN FOR
COMMERCIAL POULTRY
12. The authority citation for part 146
continues to read as follows:
■
Authority: 7 U.S.C. 8301-8317; 7 CFR 2.22,
2.80, and 371.4.
the basis of a thorough epidemiological
investigation that does not demonstrate
further evidence of H5/H7 LPAI
infection, as determined by APHIS.
(2) The official determination that H5/
H7 LPAI virus has been isolated and
identified, viral antigen or viral RNA
specific to the H5 or H7 subtype of AI
virus has been detected, or antibodies to
the H5 or H7 subtype of AI virus have
been detected may only be made by the
National Veterinary Services
Laboratories.
*
*
*
*
*
§ 146.2
14. In § 146.2, paragraph (f) is
amended by removing the word ‘‘States’’
and adding the words ‘‘Cooperating
State Agencies’’ in its place.
■
§ 146.4
[Amended]
15. Section 146.4 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
■
§ 146.11
[Amended]
16. Section 146.11 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
■
13. In § 146.1, a new definition of
Cooperating State Agency is added and
the definition of H5/H7 LPAI virus
infection (infected) is revised to read as
follows:
§ 146.13
§ 146.1
■
■
Definitions.
*
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[Amended]
*
*
*
*
Cooperating State Agency. Any State
authority recognized by the Department
to cooperate in the administration of the
provisions of part 56 of this chapter.
This may include the State animal
health authority or the Official State
Agency.
*
*
*
*
*
H5/H7 LPAI virus infection (infected).
(1) Poultry will be considered to be
infected with H5/H7 LPAI for the
purposes of this part if:
(i) H5/H7 LPAI virus has been
isolated and identified as such from
poultry; or
(ii) Viral antigen or viral RNA specific
to the H5 or H7 subtype of AI virus has
been detected in poultry; or
(iii) Antibodies to the H5 or H7
subtype of the AI virus that are not a
consequence of vaccination have been
detected in poultry. If vaccine is used,
methods should be used to distinguish
vaccinated birds from birds that are both
vaccinated and infected. In the case of
isolated serological positive results, H5/
H7 LPAI infection may be ruled out on
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[Amended]
17. Section 146.13 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
§ 146.14
[Amended]
18. Section 146.14 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
■
§ 146.24
[Amended]
19. Section 146.24 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
■
§ 146.44
[Amended]
20. Section 146.44 is amended by
adding the OMB citation ‘‘(Approved by
the Office of Management and Budget
under control number 0579-0007)’’ at
the end of the section.
■
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Done in Washington, DC, this 1st day
of March 2010.
John Ferrell,
Deputy Under Secretary for Marketing and
Regulatory Programs.
[FR Doc. 2010–4874 Filed 3–8–10; 8:45 am]
BILLING CODE 3410–34–S
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0452; Directorate
Identifier 2007–NM–326–AD; Amendment
39–16223; AD 2010–05–13]
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: Final rule.
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD)
that applies to all Model 737–100, –200,
–200C, –300, –400, and –500 series
airplanes. That AD currently requires a
one-time inspection for scribe lines and
cracks in the fuselage skin at certain lap
joints, butt joints, external repair
doublers, and other areas; and related
investigative/corrective actions if
necessary. This new AD expands the
area to be inspected and, for certain
airplanes, requires earlier inspections
for certain inspection zones. This AD
results from additional detailed analysis
of fuselage skin cracks adjacent to the
skin lap joints on airplanes that had
scribe lines. The analysis resulted in
different inspection zones, thresholds
and repetitive intervals, and airplane
groupings. We are issuing this AD to
prevent rapid decompression of the
airplane due to fatigue cracks resulting
from scribe lines on pressurized
fuselage structure.
DATES: This AD becomes effective April
13, 2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of April 13, 2010.
ADDRESSES: 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.
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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 AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6447; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2006–07–12,
Amendment 39–14539 (71 FR 16211,
March 31, 2006). The existing AD
applies to all Model 737–100, –200,
–200C, –300, –400, and –500 series
airplanes. That NPRM was published in
the Federal Register on May 20, 2009
(74 FR 23664). That NPRM proposed to
expand the area to be inspected and, for
certain airplanes, require earlier
inspections for certain inspection zones.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been received on the NPRM.
Support for the NPRM
Air Transport Association (ATA), on
behalf of its members Alaska Airlines
and United Airlines (United), agrees
with the assessment and states that
those two members will comply with
the requirements of the NPRM.
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Request To Change Reference in
Paragraph (g)(2) of the NPRM
Boeing requests that we change
paragraph (g)(2) of the NPRM to refer to
paragraph (i) of the NPRM instead of
paragraph (h) of the NPRM. Boeing
notes that this section is in the
Restatement of Requirements of AD
2006–07–12, and making this change
matches the original AD requirements.
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We agree to change the reference from
paragraph (h) to paragraph (i) of this AD
for the reasons stated previously.
Request To Clarify Area of Inspection
in Paragraph (r) of the NPRM
Boeing requests that we remove the
parenthetical phrase ‘‘(adjacent to lap
joints on skin panels that do not have
bonded doublers)’’ from paragraph (r) of
the NPRM. Boeing states that this
statement is not true in all cases. Boeing
notes that in some cases the skins under
the lap joints in Zones 4 and 5 are
bonded, but they are closed pockets that
are not chem-milled all the way through
the thickness.
We agree to remove the parenthetical
phrase from paragraph (r) of this AD for
the reasons stated previously.
Request To Clarify Instructions for
Inspections Under the Edge of Hinges
on the Main Cargo Door
Boeing requests that we clarify the
instructions for inspections under the
edge of hinges on the main cargo door.
Boeing notes that Boeing Alert Service
Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, does not give
specific instructions for inspections of
scribe lines found under the edge of the
hinge on the main cargo door. Boeing
requests that we add a statement to
provide instructions for inspections in
this area. Boeing states that the lap joint
inspection method specified in Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008,
applies to the hinge detail.
We agree that additional clarification
is necessary. We have added paragraph
(s)(4)(iv) to the AD to provide additional
instructions for inspections along the
lower edge of the main cargo door for
the reasons that the commenter
provided. We also determined that this
change does not increase the economic
burden on any operator or increase the
scope of the AD.
Request To Revise Paragraph (t) of the
NPRM
Lufthansa requests that we revise
paragraph (t) of the NPRM. Lufthansa
requests that we clarify whether Zones
4 and 5 are derived from the former
Zones 1, 2, and 3 as identified in the
initial release of Boeing Alert Service
Bulletin 737–53A1262, dated December
9, 2004. Lufthansa requests that we
accept inspections performed in Zones
1, 2, and 3 in accordance with Boeing
Alert Service Bulletin 737–53A1262,
dated December 9, 2004, as acceptable
for compliance with the requirements of
paragraphs (q) and (r) of the NPRM.
We agree. The new zones were
created by moving specific areas from
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10659
the existing Zones 1, 2, and 3, and have
been inspected as required by AD 2006–
07–12. We have revised paragraph (t) of
this AD to give credit for inspections
accomplished before the effective date
of this AD as acceptable for compliance
for the requirements of paragraphs (q)
and (r) of this AD.
Request To Provide an Additional
Grace Period
Lufthansa requests that we provide an
additional grace period. Lufthansa notes
that areas that were shifted to a more
critical zone must be inspected within
4,500 flight cycles after the effective
date of the AD or before reaching the
applicable zonal inspection threshold,
whichever occurs later. For any of the
new critical zones that are inspected in
accordance with the requirements of the
full Limited Return to Service (LRTS)
program because of previous scribe line
findings in the adjacent zone on the
same lap splice between two butt joints,
Lufthansa requests that we extend the
grace period to reach the next heavy
maintenance event to do the inspection.
Lufthansa states that this may be valid
only for airplanes and areas where the
requirements of the full LRTS are
applied.
We disagree with the request to
extend the grace period. The 4,500flight-cycle grace period applies only to
the initial scribe line inspections and
does not apply to airplanes with scribe
lines that are currently being monitored
in the LRTS program. Operators may
request an alternative method of
compliance (AMOC) in accordance with
the requirements of paragraph (y) of this
AD. We have not changed the AD in
regard to this issue.
Request To Clarify Procedures for
Scribe Lines Outside Structural Repair
Manual (SRM) Limits
Lufthansa requests that we clarify
procedures for areas with scribe lines
that have become ‘‘no zone’’ (i.e., areas
on the fuselage where scribe line
inspections are not required) and are
inspected in accordance with the LRTS
program described in Boeing Alert
Service Bulletin 737–53A1262, Revision
3, dated October 16, 2008. Lufthansa
notes that the scribe damage in the ‘‘no
zone’’ may be out of the SRM limits and
may need to be repaired before further
flight because the LRTS is no longer
applicable.
We disagree that additional
procedures are necessary. Note 5 in
paragraph 3.A. in the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, provides
instructions on how to proceed with
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Federal Register / Vol. 75, No. 45 / Tuesday, March 9, 2010 / Rules and Regulations
scribe lines in any area that is not
shown in Zone 1, 2, 3, 4, or 5. We have
not changed the AD in regard to this
issue.
Request To Verify Inspection Threshold
ATA, on behalf of its member United,
requests that we verify the inspection
threshold. United notes that the
inspection threshold specified in FAA
Approval Letter 120S–06–141 is the
accumulation of 40,000 to 50,000 flight
cycles. United states that neither the
AMOC nor Boeing Alert Service
Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, requires this
terminating inspection to be
accomplished after the accumulation of
40,000 flight cycles. United requests
that we verify that this inspection
cannot be performed before the
accumulation of 40,000 flight cycles.
We agree that clarification may be
necessary, and we agree to verify the
threshold. This inspection cannot be
performed for credit before the
accumulation of 40,000 total flight
cycles. After reviewing the scribe line
damage adjacent to the lap joints, we
determined that the terminating
inspection performed in accordance
with Boeing Service Bulletin 737–53–
1179, Revision 2, dated October 25,
2006, mandated by AD 2003–14–06,
Amendment 39–13225 (68 FR 42956,
July 21, 2003), should be accomplished
again in accordance with AD 2003–14–
06 in the areas of known scribe lines
after the accumulation of 40,000 total
flight cycles. This inspection is
designed to ensure that the underlying
substructure is intact and would have
no effect on the LRTS program. We have
not changed the AD regarding this issue.
Request To Clarify Whether Inspection
is Required
ATA, on behalf of its member United,
asks that we clarify whether the
inspection required by paragraph (g) of
the NPRM is required if operators have
accomplished the terminating action in
accordance with AMOC 120S–06–209
for AD 2003–14–06.
We agree that clarification is
necessary. We have approved the
inspection methods specified in FAA
Approval Letter 120S–06–209, dated
April 13, 2006, as an AMOC to the
terminating action requirements of
paragraph (b) of AD 2003–14–06.
Paragraph 12.a.(2), of Part 12 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1262, Revision
1, dated March 1, 2007; Revision 2,
dated September 20, 2007; and Revision
3, dated October 16, 2008; specify
internal inspections in accordance with
Boeing Service Bulletin 737–53–1179,
Revision 2, dated October 25, 2001,
except for airplanes inspected internally
in accordance with paragraph (b) of AD
2003–14–06. Inspections accomplished
in accordance with FAA Approval
Letter 120S–06–209, dated April 13,
2006, are approved as an acceptable
alternative method of compliance to the
internal inspections specified in
Paragraph 12.a.(2) of Part 12 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1262, Revision
1, dated March 1, 2007; Revision 2,
dated September 20, 2007; and Revision
3, dated October 16, 2008; and required
by paragraph (b) of AD 2003–14–06. We
have added a reference to previously
approved AMOCs in paragraph (x) of
this AD.
Request To Clarify Butt-to-Butt
Inspection Requirements
ATA, on behalf of its member United,
requests that we clarify that the butt-tobutt inspection is only for areas where
a scribe line is found within 0.063
inches of the upper skin areas in a zone.
We agree that clarification may be
necessary. Figure 128 of Boeing Alert
Service Bulletin 737–53A1262, Revision
3, dated October 16, 2008, indicates that
butt-to-butt inspections are required for
all scribe lines within 0.10 inch of the
lap joint upper skin. We have not
changed the AD regarding this issue.
Request To Issue Similar Rulemaking
The National Transportation Safety
Board (NTSB) notes that while the
NPRM addresses scribe-type damage on
Model 737 airplanes, it is concerned
that this type of damage is not limited
to Model 737 airplanes. The NTSB urges
that we conduct similar analyses and
issue similar rulemaking for other
makes and models of airplanes.
We acknowledge the NTSB’s
concerns. This issue is a long-term
durability issue that is not limited to
any particular airplane model. We are
currently working to address scribe line
issues on other airplanes. The effect on
each airplane model varies with each
model’s design characteristics and the
conditions under which they have been
operated. We have been in contact with
other governing regulatory agencies and
manufacturers, and we may consider
further rulemaking as a result of these
efforts. We have not changed the AD in
regard to this issue.
Explanation of Change Made to This
AD
Boeing Commercial Airplanes has
received an Organization Designation
Authorization (ODA), which replaces
their previous designation as a
Delegation Option Authorization (DOA)
holder. We have revised paragraph
(y)(3) of this AD to delegate the
authority to approve an alternative
method of compliance for any repair
required by this AD to the Boeing
Commercial Airplanes ODA.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been received, and determined
that air safety and the public interest
require adopting the AD with the
changes described previously. We have
determined that these changes will
neither increase the economic burden
on any operator nor increase the scope
of the AD.
Explanation of Change to Costs of
Compliance
Since issuance of the NPRM, we have
increased the labor rate used in the
Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of
Compliance information, below, reflects
this increase in the specified hourly
labor rate.
Costs of Compliance
There are about 2,685 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs, including the costs for
the new inspection areas in Zones 4 and
5, for U.S. operators to comply with this
AD.
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ESTIMATED COSTS REQUIRED BY AD 2006–07–12
Zone
Action
1 ........................
Sealant removal ....................................
Inspection ..............................................
Sealant removal ....................................
Inspection ..............................................
2 ........................
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Work hours
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Average labor
rate per hour
66
4
38
29
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$85
85
85
85
Cost per
airplane
Number of
U.S.-registered
airplanes
$5,610
340
3,230
2,465
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787
87
787
787
Fleet cost
$4,415,070
267,580
2,542,010
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10661
ESTIMATED COSTS REQUIRED BY AD 2006–07–12—Continued
Zone
Action
Work hours
3 ........................
Sealant removal ....................................
Inspection ..............................................
Average labor
rate per hour
88
38
Cost per
airplane
85
85
Number of
U.S.-registered
airplanes
7,480
3,230
787
787
Fleet cost
5,886,760
2,542,010
ESTIMATED COSTS REQUIRED BY NEW ACTIONS OF THIS AD
Zone
Action
4 ........................
Sealant removal ....................................
Inspection ..............................................
Sealant removal ....................................
Inspection ..............................................
5 ........................
Work hours
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
products identified in this rulemaking
action.
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Regulatory Findings
We 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 of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
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.
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Average labor
rate per hour
15
1
31
2
$85
85
85
85
We 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–14539 (71
FR 16211, March 31, 2006) and by
adding the following new airworthiness
directive (AD):
■
2010–05–13 The Boeing Company:
Amendment 39–16223. Docket No.
FAA–2009–0452; Directorate Identifier
2007–NM–326–AD.
Effective Date
(a) This AD becomes effective April 13,
2010.
Affected ADs
(b) This AD supersedes AD 2006–07–12,
Amendment 39–14539.
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.
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Cost per
airplane
Number of
U.S.-registered
airplanes
$1,275
85
2,635
170
787
787
787
787
Fleet cost
$ 1,003,425
66,895
2,073,745
133,790
Subject
(d) Air Transport Association (ATA) of
America Code 53: Fuselage.
Unsafe Condition
(e) This AD results from reports of fuselage
skin cracks adjacent to the skin lap joints on
airplanes that had scribe lines. Scribe line
damage can also occur at many other
locations, including butt joints, external
doublers, door scuff plates, the wing-to-body
fairing, and areas of the fuselage where
decals have been applied or removed. We are
issuing this AD to prevent rapid
decompression of the airplane due to fatigue
cracks resulting from scribe lines on
pressurized fuselage structure.
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 Requirements of AD 2006–
07–12
Inspection
(g) Do a detailed inspection for scribe lines
and cracks in the fuselage skin at certain lap
joints, butt joints, external repair doublers,
and other areas, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, dated
December 9, 2004, except as provided by
paragraphs (h), (k), (l), (m), (n), and (o) of this
AD. Except as required by paragraph (q) of
this AD, do the actions at the time specified
in paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–53A1262, dated
December 9, 2004, except as required by
paragraph (j) of this AD. Acceptable
inspection exemptions are described in
paragraph 1.E.1. of Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004.
(1) If no scribe line is found, no further
work is required by this paragraph.
(2) If any scribe line is found: Do all
applicable investigative and corrective
actions at the time specified in paragraph 1.E.
of Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004, by doing
all applicable actions specified in Boeing
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Alert Service Bulletin 737–53A1262, dated
December 9, 2004, except as required by
paragraph (i) of this AD.
Note 1: A detailed inspection is defined in
Note 10 of Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004, under
paragraph 3.A., ‘‘General Information.’’
Specific magnification requirements may be
specified in the steps of the Work
Instructions.
Exceptions to and Clarification of Service
Bulletin 737–53A1262 Procedures
(h) Paragraph (g) of this AD requires
accomplishment of Parts 1 through 11 of
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004. Parts 12 and 13 of
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004, may be
accomplished, if applicable, to allow
temporary return to service. This AD does
not require accomplishment of Part 14 of
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004, although the FAAapproved procedures described in Part 14 are
acceptable for continued operation with
scribe lines found before the applicable
compliance time.
(i) If any scribe line or crack is found
during any inspection required by paragraph
(g) of this AD, and Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004, specifies to contact Boeing for
appropriate action: Before further flight,
inspect or repair scribe lines and repair
cracks using a method approved in
accordance with the procedures specified in
paragraph (y) of this AD.
(j) Where Boeing Alert Service Bulletin
737–53A1262, dated December 9, 2004,
specifies a compliance time after the issuance
of that service bulletin, this AD requires
compliance within the specified compliance
time after May 5, 2006 (the effective date of
AD 2006–07–12).
(k) Certain figures are incorrectly identified
in Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004. The figure
cited in Part 8, step 3, should be Figure 39,
not Figure 38. The figure cited in Part 9, step
4, should be Figure 38, not Figure 39.
(l) If the operator’s records show that the
airplane has never been stripped and
repainted under the dorsal fin fairing since
delivery from The Boeing Company, then this
AD does not require inspections of the butt
joint, lap joint, and repair, as specified in
paragraph (g) of this AD, in the areas under
the dorsal fin fairing.
(m) Figure 37 of Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004, defines ‘‘Restricted Zones’’ at door
cutouts as the only affected structure.
Paragraph (g) of this AD considers this area
to also include Zone 1B.
(n) In Figure 1, sheets 2 and 3, of Boeing
Alert Service Bulletin 737–53A1262, dated
December 9, 2004, the first condition for the
initial compliance threshold for Areas B, C,
and E is for areas where the cutout
modification shown in Boeing Service
Bulletin 737–53A1177 was accomplished.
Paragraph (g) of this AD considers this
condition to also include Zone 1B.
(o) In Figure 1, sheets 2 and 3, of Boeing
Alert Service Bulletin 737–53A1262, dated
VerDate Nov<24>2008
16:00 Mar 08, 2010
Jkt 220001
December 9, 2004, the second condition for
the initial compliance threshold for Areas B,
C, and E is for areas where the cutout
modification shown in Boeing Service
Bulletin 737–53A1177 was not
accomplished. Paragraph (g) of this AD
considers this condition to apply only to
Zone 1A.
Reporting Requirement
(p) For airplanes on which inspections
have been done in accordance with Boeing
Alert Service Bulletin 737–53A1262, dated
December 9, 2004: At the applicable time
specified in paragraph (p)(1) or (p)(2) of this
AD, submit a report of positive findings of
cracks found during the inspection required
by paragraph (g) of this AD to the Boeing
Commercial Airplane Group, P.O. Box 3707,
Seattle, Washington 98124–2207.
Alternatively, operators may submit reports
to their Boeing Company field service
representatives. The report shall contain, as
a minimum, the following information:
Airplane serial number, flight cycles at time
of discovery, location(s) and extent of
positive crack findings. Under the provisions
of the Paperwork Reduction Act of 1980 (44
U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements contained in this AD and has
assigned OMB Control Number 2120–0056.
(1) If the inspection was done before May
5, 2006: Send the report within 30 days after
May 5, 2006.
(2) If the inspection was done after May 5,
2006: Send the report within 30 days after
the inspection is done.
New Requirements of This AD
Inspection
(q) As of the effective date of this AD, the
actions for Zones 1, 2, and 3, as specified in
paragraph (g) of this AD, must be done in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, and at the applicable times specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, except as specified
in paragraph (s) of this AD.
Note 2: Paragraph 1.E.5. of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, provides a grace
period for airplanes that have exceeded the
revised thresholds.
Inspection of Zones 4 and 5
(r) Do a detailed inspection for scribe lines
and cracks in Zones 4 and 5, as specified in
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008. Except as
provided by paragraph (s) of this AD, do the
actions in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, and at the applicable
time specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1262, Revision 3, dated
October 16, 2008, or within 4,500 flight
cycles after the effective date of this AD,
whichever occurs later.
PO 00000
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Fmt 4700
Sfmt 4700
(1) If no scribe line or crack is found: No
further work is required by this paragraph.
(2) If any scribe line or crack is found: Do
all applicable investigative and corrective
actions at the time specified in paragraph 1.E.
of Boeing Alert Service Bulletin 737–
53A1262, Revision 3, dated October 16, 2008,
by doing all applicable actions specified in
the Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, except as
required by paragraph (s)(1) of this AD.
Exceptions to Specifications of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008
(s) The following exceptions to Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, apply to
this AD:
(1) If any scribe line or crack is found
during any inspection required by this AD,
and Boeing Alert Service Bulletin 737–
53A1262, Revision 3, dated October 16, 2008,
specifies to contact The Boeing Company for
appropriate action: Before further flight,
inspect or repair scribe lines and repair
cracks using a method approved in
accordance with the procedures specified in
paragraph (y) of this AD.
(2) Where Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, specifies a compliance time after the
issuance of that service bulletin, this AD
requires compliance within the specified
compliance time after the effective date of
this AD.
(3) If the operator’s records show that the
airplane has never been stripped and
repainted under the dorsal fin fairing since
delivery from The Boeing Company, then this
AD does not require inspections of the butt
joint, lap joint, and repair, as specified in
paragraphs (g), (q), and (r) of this AD, in the
areas under the dorsal fin fairing.
(4) For airplanes in Groups 3 and 29, as
identified in Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008: At the applicable times specified in
paragraphs (s)(4)(i), (s)(4)(ii), and (s)(4)(iii) of
this AD, perform a detailed inspection for
scribe lines and cracks on the main cargo
door along the lower edge of the upper hinge,
around external repairs, and around decals,
in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, except as provided by paragraph
(s)(4)(iv) of this AD, or using a method
approved in accordance with the procedures
specified in paragraph (y) of this AD. If no
scribe line or crack is found, no further work
is required by this paragraph. If any scribe
line or crack is found, do all applicable
related investigative and corrective actions at
the time specified in paragraph 1.E. of Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, by doing
all applicable actions specified in the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, except as required by
paragraphs (s)(1), (s)(2), and (s)(3) of this AD.
(i) For areas along the lower edge of the
door hinge from body station (BS) 360 to BS
500, the initial compliance threshold is to be
determined using Zone 1B.
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(ii) For external repairs, the initial
compliance threshold is to be determined
using Zone 1B.
(iii) For decals, the initial compliance
threshold is to be determined using Zone 2.
(iv) When accomplishing scribe line
inspections along the lower edge of the main
cargo door hinge, consider the hinge-to-skin
detail inspection to be equivalent to a lap
joint detail inspection and use the lap joint
inspection methods in accordance with
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008.
(5) For Group 11 airplanes, as specified in
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008: Stringer
20R between BS 727C and BS 727D+10 is in
Zone 1B.
Actions Accomplished in Accordance With
Previous Service Information
(t)(1) Actions accomplished before the
effective date of this AD in accordance with
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004, are acceptable for
compliance with the corresponding
requirements of paragraphs (q) and (r) of this
AD.
(2) Actions accomplished before the
effective date of this AD in accordance with
Boeing Service Bulletin 737–53A1262,
Revision 1, dated March 1, 2007; or Revision
2, dated September 20, 2007; are acceptable
for compliance with the corresponding
requirements of paragraphs (g), (q), and (r) of
this AD.
Clarification of Procedures in the Service
Bulletin
(u) For airplanes on which inspections are
done as of the effective date of this AD: This
AD requires accomplishment of Parts 1
through 11, 15, and 16 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008. Parts 12 and 13 of
the Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, may be
accomplished, if applicable, to allow
temporary return to service. This AD does
not require accomplishment of Part 14 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, although the FAAapproved procedures described in Part 14 are
acceptable for continued operation with
scribe lines found before the applicable
compliance time.
Report
(v) For airplanes on which inspections are
done in accordance with the service
information identified in Table 1 of this AD:
At the applicable time specified in paragraph
(v)(1) or (v)(2) of this AD, submit a report of
positive findings of cracks found during the
inspections required by paragraphs (q), (r),
and (s)(4) of this AD to the Boeing
Commercial Airplane Group, P.O. Box 3707,
Seattle, Washington 98124–2207.
Alternatively, operators may submit reports
to their Boeing Company field service
representatives. The report must contain, as
a minimum, the following information:
airplane serial number, flight cycles at time
of discovery, location(s) and extent of
positive crack findings. Under the provisions
of the Paperwork Reduction Act (44 U.S.C.
3501 et seq.), the Office of Management and
Budget (OMB) has approved the information
collection requirements contained in this AD
and has assigned OMB Control Number
2120–0056.
(1) For an inspection done before the
effective date of this AD: Send the report
within 30 days after the effective date of this
AD.
(2) For an inspection done after the
effective date of this AD: Send the report
within 30 days after the inspection is done.
TABLE 1—SERVICE INFORMATION
Boeing Service Information
Revision
Boeing Alert Service Bulletin 737–53A1262 ...............................................................................................
Boeing Service Bulletin 737–53A1262 ........................................................................................................
Boeing Service Bulletin 737–53A1262 ........................................................................................................
Repair Plan in Lieu of Required Inspections
(w) A repair plan approved by a Boeing
Company Authorized Representative or
Designated Engineering Representative before
the effective date of this AD is acceptable for
compliance with the requirements of
paragraphs (g)(2), (i), (q), (r), (s)(1), and (s)(4)
of this AD, provided the approval was
documented via FAA Form 8110–3 or 8100–
9, and scribe line damage identified in the
title of the form.
sroberts on DSKD5P82C1PROD with RULES
Exceptions and Clarification
(x) Paragraph 12.a.(2) of Part 12 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1262, Revision 1,
dated March 1, 2007; Revision 2, dated
September 20, 2007; and Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008; specifies internal
inspections in accordance with Boeing
Service Bulletin 737–53–1179, Revision 2,
dated October 25, 2001, except for airplanes
inspected internally in accordance with
paragraph (b) of AD 2003–14–06,
Amendment 39–13225. Inspections
accomplished in accordance with AMOCs
previously approved to paragraph (b) of AD
2003–14–06, are approved as an acceptable
alternative method of compliance to the
internal inspections specified in Part 12 of
Boeing Alert Service Bulletin 737–53A1262,
Revision 1, dated March 1, 2007; Revision 2,
VerDate Nov<24>2008
16:00 Mar 08, 2010
Jkt 220001
dated September 20, 2007; and Revision 3,
dated October 16, 2008.
Alternative Methods of Compliance (AMOCs)
(y)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19. Send information to
ATTN: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
ACO, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
917–6447; fax (425) 917–6590. Or, e-mail
information to 9-ANM-Seattle-ACO-AMOCRequests@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
PO 00000
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Fmt 4700
Sfmt 4700
Date
3
1
2
October 16, 2008.
March 1, 2007.
September 20, 2007.
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
Material Incorporated by Reference
(z) You must use Boeing Alert Service
Bulletin 737–53A1262, Revision 3, dated
October 16, 2008; to do the actions required
by this AD, unless the AD specifies
otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, under 5
U.S.C. 552(a) and 1 CFR part 51.
(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.
(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 or 425–227–1152.
(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
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Federal Register / Vol. 75, No. 45 / Tuesday, March 9, 2010 / Rules and Regulations
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/ibr_
locations.html.
Issued in Renton, Washington, on February
24, 2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–4511 Filed 3–8–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0609; Directorate
Identifier 2009–NM–037–AD; Amendment
39–16222; AD 2010–05–12]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model DHC–8–102, DHC–8–103, DHC–
8–106, DHC–8–201, and DHC–8–202
Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
sroberts on DSKD5P82C1PROD with RULES
During a puncture voltage test of the
aluminum-loaded paint on an in-service
DHC–8 aircraft, conducted to validate an
SFAR 88 [Special Federal Aviation
Regulation No. 88] related task, Bombardier
Aerospace (BA) discovered that the top wing
fuel tank skin between Yw171.20 and
Yw261.00 was painted with a nonaluminized enamel coating * * *.
With this type of paint application, it is
possible that, in the worst case scenario, a
lightning strike could puncture the wing skin
and create an ignition source in the fuel tank.
Ignition sources inside fuel tanks, in
combination with flammable fuel
vapors, could result in fuel tank
explosions and consequent loss of the
airplane. We are issuing this AD to
require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective April
13, 2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of April 13, 2010.
VerDate Nov<24>2008
16:00 Mar 08, 2010
Jkt 220001
You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Kyle
Williams, Aerospace Engineer, Avionics
and Flight Test Branch, ANE–172, FAA,
New York Aircraft Certification Office,
1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone
(516) 228–7347; fax (516) 794–5531.
SUPPLEMENTARY INFORMATION:
ADDRESSES:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on July 6, 2009 (74 FR 31891).
That NPRM proposed to correct an
unsafe condition for the specified
products. The MCAI states:
During a puncture voltage test of the
aluminum-loaded paint on an in-service
DHC–8 aircraft, conducted to validate an
SFAR 88 [Special Federal Aviation
Regulation No. 88] related task, Bombardier
Aerospace (BA) discovered that the top wing
fuel tank skin between Yw171.20 and
Yw261.00 was painted with a nonaluminized enamel coating due to a
misinterpretation of the painting instructions
in the Structural Repair Manual (SRM).
With this type of paint application, it is
possible that, in the worst case scenario, a
lightning strike could puncture the wing skin
and create an ignition source in the fuel tank.
Ignition sources inside fuel tanks, in
combination with flammable fuel
vapors, could result in fuel tank
explosions and consequent loss of the
airplane. Required actions include
performing a functional check of the
dielectric properties of the fuel tank
skin for aluminum-loaded primer and
aluminum-loaded enamel coating. For
airplanes on which the aluminumloaded primer and aluminum-loaded
enamel coating have been properly
applied, the required actions include
restoring the protective finish on the
areas where the surface finish was
removed. For airplanes on which the
aluminum-loaded primer and
aluminum-loaded enamel coating have
not been applied or have not been
properly applied, the required actions
include stripping the affected wing skin
surfaces to bare metal and applying
alodine coating to those areas,
performing a detailed visual inspection
of the stripped areas for any sign of
corrosion or deterioration of the
protective alodine coating and re-
PO 00000
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Fmt 4700
Sfmt 4700
applying the protective alodine coating,
and painting the affected wing skin
surfaces with aluminum-loaded primer
and aluminum-loaded enamel coating.
You may obtain further information by
examining the MCAI in the AD docket.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comment received.
Request To Extend Compliance Time
Mesa Airlines asks that the
compliance time in the NPRM be
extended to correspond with certain
compliance times specified in related
AD 2008–13–09, Amendment 39–15572
(73 FR 47029, August 13, 2008), which
requires revising the Airworthiness
Limitations Section (ALS) of the
Instructions for Continued
Airworthiness to incorporate certain
fuel system limitations.
Mesa Airlines states that the
compliance time for fuel systems
limitations (FSL) Task FSL–07 (a
functional check of the aluminum
loaded primer and enamel on the wing
skin) is 18,000 flight hours or 108
months, with a repetitive interval not to
exceed 18,000 flight hours. Mesa
Airlines notes that AD 2008–13–09 set
the initial inspections for that task at
6,000 flight hours or 36 months, with a
repetitive interval not to exceed 18,000
flight hours, which corresponds with its
heavy maintenance checks. Mesa
Airlines adds that the NPRM makes no
mention of the related AD or
compliance times in that AD, and the
compliance time specified in the NPRM
is within 18 months after the effective
date of the AD.
Mesa Airlines states that the proposed
compliance time constraint will require
it to do massive rescheduling to move
its current inspections forward
approximately 254 days, and adds that
this will cause an undue burden. Mesa
Airlines adds that the NPRM is to be
accomplished in accordance with
Bombardier Service Bulletin 8–57–46,
Revision A, dated February 6, 2009,
which states that it contains a procedure
that is a fuel tank safety-critical item
and is classified as a Critical Design
Configuration Control Limitations
(CDCCL); that CDCCL is FSL–07, which
was added by AD 2008–13–09.
We do not agree that the compliance
time should be extended. AD 2008–13–
09 was issued to mandate the FSL tasks
identified as part of the fuel system
safety assessment. Task FSL–07 was
identified as necessary to ensure that
the aluminum-loaded primer and
enamel is protecting the fuel tank skin
from burn-through during lightning
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]]>Agencies
[Federal Register Volume 75, Number 45 (Tuesday, March 9, 2010)]
[Rules and Regulations]
[Pages 10658-10664]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-4511]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0452; Directorate Identifier 2007-NM-326-AD;
Amendment 39-16223; AD 2010-05-13]
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: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD) that applies to all Model 737-100, -200, -200C, -300, -400, and -
500 series airplanes. That AD currently requires a one-time inspection
for scribe lines and cracks in the fuselage skin at certain lap joints,
butt joints, external repair doublers, and other areas; and related
investigative/corrective actions if necessary. This new AD expands the
area to be inspected and, for certain airplanes, requires earlier
inspections for certain inspection zones. This AD results from
additional detailed analysis of fuselage skin cracks adjacent to the
skin lap joints on airplanes that had scribe lines. The analysis
resulted in different inspection zones, thresholds and repetitive
intervals, and airplane groupings. We are issuing this AD to prevent
rapid decompression of the airplane due to fatigue cracks resulting
from scribe lines on pressurized fuselage structure.
DATES: This AD becomes effective April 13, 2010.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of April 13,
2010.
ADDRESSES: 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.
[[Page 10659]]
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 AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6447; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2006-07-12, Amendment
39-14539 (71 FR 16211, March 31, 2006). The existing AD applies to all
Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That
NPRM was published in the Federal Register on May 20, 2009 (74 FR
23664). That NPRM proposed to expand the area to be inspected and, for
certain airplanes, require earlier inspections for certain inspection
zones.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM.
Support for the NPRM
Air Transport Association (ATA), on behalf of its members Alaska
Airlines and United Airlines (United), agrees with the assessment and
states that those two members will comply with the requirements of the
NPRM.
Request To Change Reference in Paragraph (g)(2) of the NPRM
Boeing requests that we change paragraph (g)(2) of the NPRM to
refer to paragraph (i) of the NPRM instead of paragraph (h) of the
NPRM. Boeing notes that this section is in the Restatement of
Requirements of AD 2006-07-12, and making this change matches the
original AD requirements.
We agree to change the reference from paragraph (h) to paragraph
(i) of this AD for the reasons stated previously.
Request To Clarify Area of Inspection in Paragraph (r) of the NPRM
Boeing requests that we remove the parenthetical phrase ``(adjacent
to lap joints on skin panels that do not have bonded doublers)'' from
paragraph (r) of the NPRM. Boeing states that this statement is not
true in all cases. Boeing notes that in some cases the skins under the
lap joints in Zones 4 and 5 are bonded, but they are closed pockets
that are not chem-milled all the way through the thickness.
We agree to remove the parenthetical phrase from paragraph (r) of
this AD for the reasons stated previously.
Request To Clarify Instructions for Inspections Under the Edge of
Hinges on the Main Cargo Door
Boeing requests that we clarify the instructions for inspections
under the edge of hinges on the main cargo door. Boeing notes that
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, does not give specific instructions for inspections of scribe
lines found under the edge of the hinge on the main cargo door. Boeing
requests that we add a statement to provide instructions for
inspections in this area. Boeing states that the lap joint inspection
method specified in Boeing Alert Service Bulletin 737-53A1262, Revision
3, dated October 16, 2008, applies to the hinge detail.
We agree that additional clarification is necessary. We have added
paragraph (s)(4)(iv) to the AD to provide additional instructions for
inspections along the lower edge of the main cargo door for the reasons
that the commenter provided. We also determined that this change does
not increase the economic burden on any operator or increase the scope
of the AD.
Request To Revise Paragraph (t) of the NPRM
Lufthansa requests that we revise paragraph (t) of the NPRM.
Lufthansa requests that we clarify whether Zones 4 and 5 are derived
from the former Zones 1, 2, and 3 as identified in the initial release
of Boeing Alert Service Bulletin 737-53A1262, dated December 9, 2004.
Lufthansa requests that we accept inspections performed in Zones 1, 2,
and 3 in accordance with Boeing Alert Service Bulletin 737-53A1262,
dated December 9, 2004, as acceptable for compliance with the
requirements of paragraphs (q) and (r) of the NPRM.
We agree. The new zones were created by moving specific areas from
the existing Zones 1, 2, and 3, and have been inspected as required by
AD 2006-07-12. We have revised paragraph (t) of this AD to give credit
for inspections accomplished before the effective date of this AD as
acceptable for compliance for the requirements of paragraphs (q) and
(r) of this AD.
Request To Provide an Additional Grace Period
Lufthansa requests that we provide an additional grace period.
Lufthansa notes that areas that were shifted to a more critical zone
must be inspected within 4,500 flight cycles after the effective date
of the AD or before reaching the applicable zonal inspection threshold,
whichever occurs later. For any of the new critical zones that are
inspected in accordance with the requirements of the full Limited
Return to Service (LRTS) program because of previous scribe line
findings in the adjacent zone on the same lap splice between two butt
joints, Lufthansa requests that we extend the grace period to reach the
next heavy maintenance event to do the inspection. Lufthansa states
that this may be valid only for airplanes and areas where the
requirements of the full LRTS are applied.
We disagree with the request to extend the grace period. The 4,500-
flight-cycle grace period applies only to the initial scribe line
inspections and does not apply to airplanes with scribe lines that are
currently being monitored in the LRTS program. Operators may request an
alternative method of compliance (AMOC) in accordance with the
requirements of paragraph (y) of this AD. We have not changed the AD in
regard to this issue.
Request To Clarify Procedures for Scribe Lines Outside Structural
Repair Manual (SRM) Limits
Lufthansa requests that we clarify procedures for areas with scribe
lines that have become ``no zone'' (i.e., areas on the fuselage where
scribe line inspections are not required) and are inspected in
accordance with the LRTS program described in Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008. Lufthansa
notes that the scribe damage in the ``no zone'' may be out of the SRM
limits and may need to be repaired before further flight because the
LRTS is no longer applicable.
We disagree that additional procedures are necessary. Note 5 in
paragraph 3.A. in the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008,
provides instructions on how to proceed with
[[Page 10660]]
scribe lines in any area that is not shown in Zone 1, 2, 3, 4, or 5. We
have not changed the AD in regard to this issue.
Request To Verify Inspection Threshold
ATA, on behalf of its member United, requests that we verify the
inspection threshold. United notes that the inspection threshold
specified in FAA Approval Letter 120S-06-141 is the accumulation of
40,000 to 50,000 flight cycles. United states that neither the AMOC nor
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, requires this terminating inspection to be accomplished after
the accumulation of 40,000 flight cycles. United requests that we
verify that this inspection cannot be performed before the accumulation
of 40,000 flight cycles.
We agree that clarification may be necessary, and we agree to
verify the threshold. This inspection cannot be performed for credit
before the accumulation of 40,000 total flight cycles. After reviewing
the scribe line damage adjacent to the lap joints, we determined that
the terminating inspection performed in accordance with Boeing Service
Bulletin 737-53-1179, Revision 2, dated October 25, 2006, mandated by
AD 2003-14-06, Amendment 39-13225 (68 FR 42956, July 21, 2003), should
be accomplished again in accordance with AD 2003-14-06 in the areas of
known scribe lines after the accumulation of 40,000 total flight
cycles. This inspection is designed to ensure that the underlying
substructure is intact and would have no effect on the LRTS program. We
have not changed the AD regarding this issue.
Request To Clarify Whether Inspection is Required
ATA, on behalf of its member United, asks that we clarify whether
the inspection required by paragraph (g) of the NPRM is required if
operators have accomplished the terminating action in accordance with
AMOC 120S-06-209 for AD 2003-14-06.
We agree that clarification is necessary. We have approved the
inspection methods specified in FAA Approval Letter 120S-06-209, dated
April 13, 2006, as an AMOC to the terminating action requirements of
paragraph (b) of AD 2003-14-06. Paragraph 12.a.(2), of Part 12 of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1262,
Revision 1, dated March 1, 2007; Revision 2, dated September 20, 2007;
and Revision 3, dated October 16, 2008; specify internal inspections in
accordance with Boeing Service Bulletin 737-53-1179, Revision 2, dated
October 25, 2001, except for airplanes inspected internally in
accordance with paragraph (b) of AD 2003-14-06. Inspections
accomplished in accordance with FAA Approval Letter 120S-06-209, dated
April 13, 2006, are approved as an acceptable alternative method of
compliance to the internal inspections specified in Paragraph 12.a.(2)
of Part 12 of the Accomplishment Instructions of Boeing Service
Bulletin 737-53A1262, Revision 1, dated March 1, 2007; Revision 2,
dated September 20, 2007; and Revision 3, dated October 16, 2008; and
required by paragraph (b) of AD 2003-14-06. We have added a reference
to previously approved AMOCs in paragraph (x) of this AD.
Request To Clarify Butt-to-Butt Inspection Requirements
ATA, on behalf of its member United, requests that we clarify that
the butt-to-butt inspection is only for areas where a scribe line is
found within 0.063 inches of the upper skin areas in a zone.
We agree that clarification may be necessary. Figure 128 of Boeing
Alert Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008,
indicates that butt-to-butt inspections are required for all scribe
lines within 0.10 inch of the lap joint upper skin. We have not changed
the AD regarding this issue.
Request To Issue Similar Rulemaking
The National Transportation Safety Board (NTSB) notes that while
the NPRM addresses scribe-type damage on Model 737 airplanes, it is
concerned that this type of damage is not limited to Model 737
airplanes. The NTSB urges that we conduct similar analyses and issue
similar rulemaking for other makes and models of airplanes.
We acknowledge the NTSB's concerns. This issue is a long-term
durability issue that is not limited to any particular airplane model.
We are currently working to address scribe line issues on other
airplanes. The effect on each airplane model varies with each model's
design characteristics and the conditions under which they have been
operated. We have been in contact with other governing regulatory
agencies and manufacturers, and we may consider further rulemaking as a
result of these efforts. We have not changed the AD in regard to this
issue.
Explanation of Change Made to This AD
Boeing Commercial Airplanes has received an Organization
Designation Authorization (ODA), which replaces their previous
designation as a Delegation Option Authorization (DOA) holder. We have
revised paragraph (y)(3) of this AD to delegate the authority to
approve an alternative method of compliance for any repair required by
this AD to the Boeing Commercial Airplanes ODA.
Conclusion
We have carefully reviewed the available data, including the
comments that have been received, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Explanation of Change to Costs of Compliance
Since issuance of the NPRM, we have increased the labor rate used
in the Costs of Compliance from $80 per work-hour to $85 per work-hour.
The Costs of Compliance information, below, reflects this increase in
the specified hourly labor rate.
Costs of Compliance
There are about 2,685 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs,
including the costs for the new inspection areas in Zones 4 and 5, for
U.S. operators to comply with this AD.
Estimated Costs Required by AD 2006-07-12
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Zone Action Work hours Average labor Cost per registered Fleet cost
rate per hour airplane airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
1..................................... Sealant removal................. 66 $85 $5,610 787 $4,415,070
Inspection...................... 4 85 340 87 267,580
2..................................... Sealant removal................. 38 85 3,230 787 2,542,010
Inspection...................... 29 85 2,465 787 1,939,955
[[Page 10661]]
3..................................... Sealant removal................. 88 85 7,480 787 5,886,760
Inspection...................... 38 85 3,230 787 2,542,010
--------------------------------------------------------------------------------------------------------------------------------------------------------
Estimated Costs Required by New Actions of This AD
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Zone Action Work hours Average labor Cost per registered Fleet cost
rate per hour airplane airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
4..................................... Sealant removal................. 15 $85 $1,275 787 $ 1,003,425
Inspection...................... 1 85 85 787 66,895
5..................................... Sealant removal................. 31 85 2,635 787 2,073,745
Inspection...................... 2 85 170 787 133,790
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 products identified in this
rulemaking action.
Regulatory Findings
We 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 of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under 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 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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-14539 (71 FR 16211, March 31, 2006) and by adding
the following new airworthiness directive (AD):
2010-05-13 The Boeing Company: Amendment 39-16223. Docket No. FAA-
2009-0452; Directorate Identifier 2007-NM-326-AD.
Effective Date
(a) This AD becomes effective April 13, 2010.
Affected ADs
(b) This AD supersedes AD 2006-07-12, Amendment 39-14539.
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 53:
Fuselage.
Unsafe Condition
(e) This AD results from reports of fuselage skin cracks
adjacent to the skin lap joints on airplanes that had scribe lines.
Scribe line damage can also occur at many other locations, including
butt joints, external doublers, door scuff plates, the wing-to-body
fairing, and areas of the fuselage where decals have been applied or
removed. We are issuing this AD to prevent rapid decompression of
the airplane due to fatigue cracks resulting from scribe lines on
pressurized fuselage structure.
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 Requirements of AD 2006-07-12
Inspection
(g) Do a detailed inspection for scribe lines and cracks in the
fuselage skin at certain lap joints, butt joints, external repair
doublers, and other areas, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, except as provided by paragraphs (h), (k), (l),
(m), (n), and (o) of this AD. Except as required by paragraph (q) of
this AD, do the actions at the time specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, except as required by paragraph (j) of this AD.
Acceptable inspection exemptions are described in paragraph 1.E.1.
of Boeing Alert Service Bulletin 737-53A1262, dated December 9,
2004.
(1) If no scribe line is found, no further work is required by
this paragraph.
(2) If any scribe line is found: Do all applicable investigative
and corrective actions at the time specified in paragraph 1.E. of
Boeing Alert Service Bulletin 737-53A1262, dated December 9, 2004,
by doing all applicable actions specified in Boeing
[[Page 10662]]
Alert Service Bulletin 737-53A1262, dated December 9, 2004, except
as required by paragraph (i) of this AD.
Note 1: A detailed inspection is defined in Note 10 of Boeing
Alert Service Bulletin 737-53A1262, dated December 9, 2004, under
paragraph 3.A., ``General Information.'' Specific magnification
requirements may be specified in the steps of the Work Instructions.
Exceptions to and Clarification of Service Bulletin 737-53A1262
Procedures
(h) Paragraph (g) of this AD requires accomplishment of Parts 1
through 11 of Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004. Parts 12 and 13 of Boeing Alert Service Bulletin
737-53A1262, dated December 9, 2004, may be accomplished, if
applicable, to allow temporary return to service. This AD does not
require accomplishment of Part 14 of Boeing Alert Service Bulletin
737-53A1262, dated December 9, 2004, although the FAA-approved
procedures described in Part 14 are acceptable for continued
operation with scribe lines found before the applicable compliance
time.
(i) If any scribe line or crack is found during any inspection
required by paragraph (g) of this AD, and Boeing Alert Service
Bulletin 737-53A1262, dated December 9, 2004, specifies to contact
Boeing for appropriate action: Before further flight, inspect or
repair scribe lines and repair cracks using a method approved in
accordance with the procedures specified in paragraph (y) of this
AD.
(j) Where Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, specifies a compliance time after the issuance of
that service bulletin, this AD requires compliance within the
specified compliance time after May 5, 2006 (the effective date of
AD 2006-07-12).
(k) Certain figures are incorrectly identified in Boeing Alert
Service Bulletin 737-53A1262, dated December 9, 2004. The figure
cited in Part 8, step 3, should be Figure 39, not Figure 38. The
figure cited in Part 9, step 4, should be Figure 38, not Figure 39.
(l) If the operator's records show that the airplane has never
been stripped and repainted under the dorsal fin fairing since
delivery from The Boeing Company, then this AD does not require
inspections of the butt joint, lap joint, and repair, as specified
in paragraph (g) of this AD, in the areas under the dorsal fin
fairing.
(m) Figure 37 of Boeing Alert Service Bulletin 737-53A1262,
dated December 9, 2004, defines ``Restricted Zones'' at door cutouts
as the only affected structure. Paragraph (g) of this AD considers
this area to also include Zone 1B.
(n) In Figure 1, sheets 2 and 3, of Boeing Alert Service
Bulletin 737-53A1262, dated December 9, 2004, the first condition
for the initial compliance threshold for Areas B, C, and E is for
areas where the cutout modification shown in Boeing Service Bulletin
737-53A1177 was accomplished. Paragraph (g) of this AD considers
this condition to also include Zone 1B.
(o) In Figure 1, sheets 2 and 3, of Boeing Alert Service
Bulletin 737-53A1262, dated December 9, 2004, the second condition
for the initial compliance threshold for Areas B, C, and E is for
areas where the cutout modification shown in Boeing Service Bulletin
737-53A1177 was not accomplished. Paragraph (g) of this AD considers
this condition to apply only to Zone 1A.
Reporting Requirement
(p) For airplanes on which inspections have been done in
accordance with Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004: At the applicable time specified in paragraph
(p)(1) or (p)(2) of this AD, submit a report of positive findings of
cracks found during the inspection required by paragraph (g) of this
AD to the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. Alternatively, operators may submit reports
to their Boeing Company field service representatives. The report
shall contain, as a minimum, the following information: Airplane
serial number, flight cycles at time of discovery, location(s) and
extent of positive crack findings. Under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.), the Office
of Management and Budget (OMB) has approved the information
collection requirements contained in this AD and has assigned OMB
Control Number 2120-0056.
(1) If the inspection was done before May 5, 2006: Send the
report within 30 days after May 5, 2006.
(2) If the inspection was done after May 5, 2006: Send the
report within 30 days after the inspection is done.
New Requirements of This AD
Inspection
(q) As of the effective date of this AD, the actions for Zones
1, 2, and 3, as specified in paragraph (g) of this AD, must be done
in accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008,
and at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, except as specified in paragraph
(s) of this AD.
Note 2: Paragraph 1.E.5. of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, provides a grace period
for airplanes that have exceeded the revised thresholds.
Inspection of Zones 4 and 5
(r) Do a detailed inspection for scribe lines and cracks in
Zones 4 and 5, as specified in Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008. Except as provided by
paragraph (s) of this AD, do the actions in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, and at the applicable
time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008, or
within 4,500 flight cycles after the effective date of this AD,
whichever occurs later.
(1) If no scribe line or crack is found: No further work is
required by this paragraph.
(2) If any scribe line or crack is found: Do all applicable
investigative and corrective actions at the time specified in
paragraph 1.E. of Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, by doing all applicable actions
specified in the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008, except as
required by paragraph (s)(1) of this AD.
Exceptions to Specifications of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008
(s) The following exceptions to Boeing Alert Service Bulletin
737-53A1262, Revision 3, dated October 16, 2008, apply to this AD:
(1) If any scribe line or crack is found during any inspection
required by this AD, and Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, specifies to contact The Boeing
Company for appropriate action: Before further flight, inspect or
repair scribe lines and repair cracks using a method approved in
accordance with the procedures specified in paragraph (y) of this
AD.
(2) Where Boeing Alert Service Bulletin 737-53A1262, Revision 3,
dated October 16, 2008, specifies a compliance time after the
issuance of that service bulletin, this AD requires compliance
within the specified compliance time after the effective date of
this AD.
(3) If the operator's records show that the airplane has never
been stripped and repainted under the dorsal fin fairing since
delivery from The Boeing Company, then this AD does not require
inspections of the butt joint, lap joint, and repair, as specified
in paragraphs (g), (q), and (r) of this AD, in the areas under the
dorsal fin fairing.
(4) For airplanes in Groups 3 and 29, as identified in Boeing
Alert Service Bulletin 737-53A1262, Revision 3, dated October 16,
2008: At the applicable times specified in paragraphs (s)(4)(i),
(s)(4)(ii), and (s)(4)(iii) of this AD, perform a detailed
inspection for scribe lines and cracks on the main cargo door along
the lower edge of the upper hinge, around external repairs, and
around decals, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, except as provided by paragraph (s)(4)(iv) of this AD, or
using a method approved in accordance with the procedures specified
in paragraph (y) of this AD. If no scribe line or crack is found, no
further work is required by this paragraph. If any scribe line or
crack is found, do all applicable related investigative and
corrective actions at the time specified in paragraph 1.E. of Boeing
Alert Service Bulletin 737-53A1262, Revision 3, dated October 16,
2008, by doing all applicable actions specified in the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, except as required by
paragraphs (s)(1), (s)(2), and (s)(3) of this AD.
(i) For areas along the lower edge of the door hinge from body
station (BS) 360 to BS 500, the initial compliance threshold is to
be determined using Zone 1B.
[[Page 10663]]
(ii) For external repairs, the initial compliance threshold is
to be determined using Zone 1B.
(iii) For decals, the initial compliance threshold is to be
determined using Zone 2.
(iv) When accomplishing scribe line inspections along the lower
edge of the main cargo door hinge, consider the hinge-to-skin detail
inspection to be equivalent to a lap joint detail inspection and use
the lap joint inspection methods in accordance with Boeing Alert
Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008.
(5) For Group 11 airplanes, as specified in Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008: Stringer
20R between BS 727C and BS 727D+10 is in Zone 1B.
Actions Accomplished in Accordance With Previous Service
Information
(t)(1) Actions accomplished before the effective date of this AD
in accordance with Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, are acceptable for compliance with the
corresponding requirements of paragraphs (q) and (r) of this AD.
(2) Actions accomplished before the effective date of this AD in
accordance with Boeing Service Bulletin 737-53A1262, Revision 1,
dated March 1, 2007; or Revision 2, dated September 20, 2007; are
acceptable for compliance with the corresponding requirements of
paragraphs (g), (q), and (r) of this AD.
Clarification of Procedures in the Service Bulletin
(u) For airplanes on which inspections are done as of the
effective date of this AD: This AD requires accomplishment of Parts
1 through 11, 15, and 16 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008. Parts 12 and 13 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, may be accomplished, if applicable, to allow temporary
return to service. This AD does not require accomplishment of Part
14 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008, although
the FAA-approved procedures described in Part 14 are acceptable for
continued operation with scribe lines found before the applicable
compliance time.
Report
(v) For airplanes on which inspections are done in accordance
with the service information identified in Table 1 of this AD: At
the applicable time specified in paragraph (v)(1) or (v)(2) of this
AD, submit a report of positive findings of cracks found during the
inspections required by paragraphs (q), (r), and (s)(4) of this AD
to the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. Alternatively, operators may submit reports
to their Boeing Company field service representatives. The report
must contain, as a minimum, the following information: airplane
serial number, flight cycles at time of discovery, location(s) and
extent of positive crack findings. Under the provisions of the
Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has approved the information collection
requirements contained in this AD and has assigned OMB Control
Number 2120-0056.
(1) For an inspection done before the effective date of this AD:
Send the report within 30 days after the effective date of this AD.
(2) For an inspection done after the effective date of this AD:
Send the report within 30 days after the inspection is done.
Table 1--Service Information
------------------------------------------------------------------------
Boeing Service Information Revision Date
------------------------------------------------------------------------
Boeing Alert Service 3 October 16, 2008.
Bulletin 737-53A1262.
Boeing Service Bulletin 737- 1 March 1, 2007.
53A1262.
Boeing Service Bulletin 737- 2 September 20, 2007.
53A1262.
------------------------------------------------------------------------
Repair Plan in Lieu of Required Inspections
(w) A repair plan approved by a Boeing Company Authorized
Representative or Designated Engineering Representative before the
effective date of this AD is acceptable for compliance with the
requirements of paragraphs (g)(2), (i), (q), (r), (s)(1), and (s)(4)
of this AD, provided the approval was documented via FAA Form 8110-3
or 8100-9, and scribe line damage identified in the title of the
form.
Exceptions and Clarification
(x) Paragraph 12.a.(2) of Part 12 of the Accomplishment
Instructions of Boeing Service Bulletin 737-53A1262, Revision 1,
dated March 1, 2007; Revision 2, dated September 20, 2007; and
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008; specifies internal inspections in accordance with Boeing
Service Bulletin 737-53-1179, Revision 2, dated October 25, 2001,
except for airplanes inspected internally in accordance with
paragraph (b) of AD 2003-14-06, Amendment 39-13225. Inspections
accomplished in accordance with AMOCs previously approved to
paragraph (b) of AD 2003-14-06, are approved as an acceptable
alternative method of compliance to the internal inspections
specified in Part 12 of Boeing Alert Service Bulletin 737-53A1262,
Revision 1, dated March 1, 2007; Revision 2, dated September 20,
2007; and Revision 3, dated October 16, 2008.
Alternative Methods of Compliance (AMOCs)
(y)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19. Send
information to ATTN: Wayne Lockett, Aerospace Engineer, Airframe
Branch, ANM-120S, FAA, Seattle ACO, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 917-6447; 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.
Material Incorporated by Reference
(z) You must use Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008; to do the actions required by
this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, under 5 U.S.C. 552(a)
and 1 CFR part 51.
(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.
(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 or 425-227-1152.
(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
[[Page 10664]]
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on February 24, 2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-4511 Filed 3-8-10; 8:45 am]
BILLING CODE 4910-13-P
