Airworthiness Directives; The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 43803-43807 [2010-18009]
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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
(i) A special flight permit may be issued to
ferry the helicopter to a location where the
modification can be done, provided the dome
fairing and its attachment screws are
removed. When allowing flight with the
dome fairing removed, the special flight
permit must contain information that alerts
the flight crew that when flying without the
dome fairing, the lateral vibrations of the
helicopter significantly increase at speeds of
70 to 120 knots. These lateral vibrations do
not affect flight safety.
Related Information
(j) European Aviation Safety Agency
(EASA) Airworthiness Directive No. 2009–
0024, dated February 20, 2009, contains
related information.
Joint Aircraft System/Component (JASC)
Code
Material Incorporated by Reference
(l) You must use the specified portions of
Eurocopter Emergency Alert Service Bulletin
No. 05A003, Revision 2, dated February 3,
2009, and Eurocopter Service Bulletin No.
62–007, Revision 1, dated July 10, 2009, to
do the actions required.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact American Eurocopter
Corporation, 2701 Forum Drive, Grand
Prairie, TX 75053–4005, telephone (800)
232–0323, fax (972) 641–3710, or at https://
www.eurocopter.com.
(3) You may review copies at the FAA,
Office of the Regional Counsel, Southwest
Region, 2601 Meacham Blvd., Fort Worth,
Texas, 76137; or at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
[FR Doc. 2010–17757 Filed 7–26–10; 8:45 am]
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BILLING CODE 4910–13–P
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0173; Directorate
Identifier 2009–NM–076–AD; Amendment
39–16374; AD 2010–15–08]
RIN 2120–AA64
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is superseding an
existing airworthiness directive (AD),
which applies to all Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes. That 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. This new
AD requires 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 AD also requires new repetitive
inspections, measurements, and
overhaul of the carriage spindles, and
applicable corrective actions. In
addition, this AD requires replacing any
carriage spindle when it has reached its
maximum life limit. This 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 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.
DATES: This AD becomes effective
August 31, 2010.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of August 31, 2010.
On December 4, 2003 (68 FR 67027,
December 1, 2003), the Director of the
Federal Register approved the
incorporation by reference of a certain
other publication listed in the AD.
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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.
ADDRESSES:
Examining the AD Docket
Airworthiness Directives; The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 Series Airplanes
SUMMARY:
(k) The JASC Code is 6220: Main Rotor
Head.
Issued in Fort Worth, Texas, on July 13,
2010.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate,
Aircraft Certification Service.
DEPARTMENT OF TRANSPORTATION
43803
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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:
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:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2003–24–08,
Amendment 39–13377 (68 FR 67027,
December 1, 2003). 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 March 1, 2010
(75 FR 9137). That NPRM proposed to
continue to require repetitive gap
checks of the inboard and outboard
carriage of the outboard mid-flaps to
detect fractured carriage spindles, and
corrective actions if necessary, and
continue to require repetitive
inspections to find cracks, factures, or
corrosion of each carriage spindle of the
left and right outboard mid-flaps. That
NPRM also proposed to 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.
That NPRM proposed to require new
repetitive inspections, measurements,
and overhaul of the carriage spindles,
and applicable corrective actions. In
addition, that NPRM also proposed to
require replacing any carriage spindle
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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
for life limits would address the unsafe
condition. Since AD 2003–24–08 was
issued, we have received many
additional reports of carriage spindle
fractures, including fractures caused by
fatigue. Because of the difficulty in
detecting small cracks and the rapid
crack growth in these parts, in
combination with the concerns with
reduced fatigue life of reworked and
overhauled parts, the most effective way
to maintain the continued operational
safety of the fleet is to mandate life
limits. We have not changed the AD in
regard to this issue.
when it has reached its maximum life
limit.
Actions Since Original NPRM Was
Issued
Since we issued the original NPRM,
there has been an in-service event of a
dual fracture of the outboard flap
carriages. This event is currently under
investigation. As a result, we consider
this AD to be interim action. If final
action is later identified, we might
consider further rulemaking then.
Explanation of Changes to AD
We have added paragraph (t)(4) to this
final rule to provide credit for actions
done in accordance with previously
issued AMOCs for individual repairs. In
paragraph (m) of this AD, we have also
referenced the most current issue of the
Boeing (737) Standard Overhaul
Practices Manual for actions done as of
the effective date of this AD.
Request for Clarification of
Requirements to Remove Flap Carriage
KLM requests clarification concerning
the requirements to remove the carriage
spindle in order to perform a detailed
inspection for corrosion, pitting,
cracking, and measurement of some
minimal allowable spindle diameters.
KLM points out that the times specified
for this action are the same as for the
initial gap check and the nondestructive
test for new carriage spindles. KLM asks
whether the removal of the carriage
spindle is required at 12,000 flight
cycles, if the initial or repetitive gap
check and the non-destructive test
(NDT) at the same time are still useful.
KLM further states that carriage spindles
that receive a thorough detailed
inspection and have been found to be
serviceable do not require a gap check
or an NDT inspection at the times
specified in the 12,000- to 20,000-flightcycle range as specified in Table 1 and
Table 2 of Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated
November 25, 2003. KLM states that the
gap checks and NDTs are still required,
although at a different time interval after
completing the requirements of
paragraph (o) of the NPRM.
We agree that clarification might be
necessary. Paragraph (o) of this final
rule requires the overhaul to be
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
Boeing supports the intent of the
NPRM.
Request for Stricter Inspection and
Overhaul Limits in Lieu of Life Limits
Safair states that it has experienced
only one flap carriage spindle failure
before AD 2003–24–08 was issued.
Safair states that its main concern is
scrapping serviceable carriages in order
to enforce the life limits on the flap
carriages. Safair states that stricter
inspections and overhaul requirements
would ensure that stress and pitting
corrosion are detected and corrected,
which would avoid failures and would
extend the life of the flap carriages.
We do not agree that substituting
stricter inspection and overhaul limits
performed on the new carriage spindle
before the accumulation of 12,000 flight
cycles. Therefore, the new carriage
spindle should not accumulate more
than 11,999 flight cycles before being
overhauled in order to comply with this
requirement. Paragraph (g) of this AD
refers to Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated
November 25, 2003, for the compliance
times for the gap checks and NDT
inspections. Boeing Alert Service
Bulletin 737–57A1277, Revision 1,
dated November 25, 2003, states that the
gap check and NDT inspections are not
required for a new flap carriage spindle
that has accumulated fewer than 12,000
flight cycles without being overhauled.
Boeing Alert Service Bulletin 737–
57A1277, Revision 1, dated November
25, 2003, requires relatively stringent
gap checks and NDT inspections for flap
carriage spindles that have accumulated
12,000 or more flight cycles on them
since being overhauled. This
requirement should become obsolete as
this AD requires that all spindles be
overhauled before accumulating 12,000
flight cycles since new or overhauled.
We have not changed the AD in
regard to this issue.
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.
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 AD.
ESTIMATED COSTS
Action
Work hours
Average
labor rate
per hour
Parts
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Inspections (required by AD 2003–
24–08).
Inspections and measurements
(new actions).
12
$85
None
2
85
None
Overhauls (new actions) .................
16
85
1 28,000
Replacements (new actions) ..........
16
85
2 60,000
1 $7,000
Cost per airplane
Number of
U.S.registered
airplanes
$1,020 per inspection cycle.
$170 per inspection and measurement cycle.
$29,360 per
overhaul cycle.
$61,360 per
replacement
cycle.
652
652
652
652
per spindle; 4 spindles per airplane.
per spindle; 4 spindles per airplane.
2 $15,000
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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.
Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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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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 carriage spindles 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 rule on
U.S. operators is expected to be less
than the cost impact figures indicated
above.
Authority: 49 U.S.C. 106(g), 40113, 44701.
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.
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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:
■
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing Amendment 39–13377 (68
FR 67027, December 1, 2003) and by
adding the following new airworthiness
directive (AD):
■
2010–15–08 The Boeing Company:
Amendment 39–16374. Docket No.
FAA–2010–0173; Directorate Identifier
2010–NM–076–AD.
Effective Date
(a) This AD becomes effective August 31,
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.
43805
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.
RESTATEMENT OF CERTAIN
REQUIREMENTS OF AD 2003–24–08, WITH
UPDATED SERVICE INFORMATION
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.
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
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
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.
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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
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 Chapter 20–42–09,
Electrodeposited Nickel Plating, of the
Boeing (737) Standard Overhaul Practices
Manual. As of the effective date of this AD,
use only Chapter 20–42–09, Electrodeposited
Nickel Plating, of the Boeing (737) Standard
Overhaul Practices Manual, Revision 25,
dated July 1, 2009.
(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.
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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
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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 series
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 series
airplanes: Replace the carriage spindle with
a new or documented (for which the service
life, in total 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.
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(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
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs previously approved in
accordance with AD 2003–24–08,
Amendment 39–13377, for individual repairs
are acceptable for compliance with the
corresponding provisions of this AD. All
other existing AMOCs are not acceptable.
Material Incorporated by Reference
(u) You must use Boeing Alert Service
Bulletin 737–57A1218, Revision 5, dated
February 9, 2009; Boeing Alert Service
Bulletin 737–57A1277, Revision 1, dated
November 25, 2003; and Chapter 20–42–09,
Electrodeposited Nickel Plating, of the
Boeing (737) Standard Overhaul Practices
Manual, Revision 25, dated July 1, 2009, 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 737–57A1218,
Revision 5, dated February 9, 2009; and
Chapter 20–42–09, Electrodeposited Nickel
Plating, of the Boeing (737) Standard
Overhaul Practices Manual, Revision 25,
dated July 1, 2009; under 5 U.S.C. 552(a) and
1 CFR part 51.
(2) The Director of the Federal Register
previously approved the incorporation by
E:\FR\FM\27JYR1.SGM
27JYR1
Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations
reference of Boeing Alert Service Bulletin
737–57A1277, Revision 1, dated November
25, 2003, on December 4, 2003 (68 FR 67027,
December 1, 2003).
(3) 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.
(4) 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.
(5) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on July 14,
2010.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2010–18009 Filed 7–26–10; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0729; Directorate
Identifier 2010–CE–032–AD; Amendment
39–16373; AD 2010–15–07]
RIN 2120–AA64
Airworthiness Directives; Zaklad
˙´
Szybowcowy ‘‘Jezow’’ Henryk Mynarski
Model PW–6U Sailplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by the aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
jdjones on DSK8KYBLC1PROD with RULES
SUMMARY:
Cracks on the lug of the rear attachment
fitting of the horizontal stabilizer have been
detected during the inspection of two PW–6U
gliders operated by the same user.
This condition, if not corrected, could
result in no longer retaining the horizontal
VerDate Mar<15>2010
15:25 Jul 26, 2010
Jkt 220001
stabilizer in place and consequent loss of
control of the aeroplane.
This AD requires actions that are
intended to address the unsafe
condition described in the MCAI.
DATES: This AD becomes effective
August 16, 2010.
On August 16, 2010, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in this AD.
We must receive comments on this
AD by September 10, 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.
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 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: Greg
Davison, Aerospace Engineer, FAA,
Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106;
telephone: (816) 329–4130; fax: (816)
329–4090.
SUPPLEMENTARY INFORMATION:
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued AD No. 2010–
0108–E, dated June 8, 2010 (referred to
after this as ‘‘the MCAI’’), to correct an
unsafe condition for the specified
products. The MCAI states:
Cracks on the lug of the rear attachment
fitting of the horizontal stabilizer have been
detected during the inspection of two PW–6U
gliders operated by the same user.
This condition, if not corrected, could
result in no longer retaining the horizontal
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
43807
stabilizer in place and consequent loss of
control of the aeroplane.
For the reasons described above, this AD
requires immediate and periodic inspections
of the horizontal stabilizer rear attachment
fitting and the accomplishment of the
relevant corrective actions as necessary.
You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
˙´
Zak5ad Szybowcowy ‘‘Jezow’’ Henryk
Mynarski has issued Mandatory Bulletin
BO–78–10–10, dated June 7, 2010. The
actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
FAA’s Determination and Requirements
of the AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with this State of
Design Authority, they have notified us
of the unsafe condition described in the
MCAI and service information
referenced above. We are issuing this
AD because we evaluated all
information provided by the State of
Design Authority and determined the
unsafe condition exists and is likely to
exist or develop on other products of the
same type design.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might have also required different
actions in this AD from those in the
MCAI in order to follow FAA policies.
Any such differences are described in a
separate paragraph of the AD. These
requirements take precedence over
those copied from the MCAI.
FAA’s Determination of the Effective
Date
An unsafe condition exists that
requires the immediate adoption of this
AD. The FAA has found that the risk to
the flying public justifies waiving notice
and comment prior to adoption of this
rule because cracks on the lug of the
rear attachment fitting of the horizontal
stabilizer have been found. This
condition, if not detected and corrected,
E:\FR\FM\27JYR1.SGM
27JYR1
]]>Agencies
[Federal Register Volume 75, Number 143 (Tuesday, July 27, 2010)]
[Rules and Regulations]
[Pages 43803-43807]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-18009]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0173; Directorate Identifier 2009-NM-076-AD;
Amendment 39-16374; AD 2010-15-08]
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), which applies to all Model 737-100, -200, -200C, -300, -400, and
-500 series airplanes. That 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. This
new AD requires 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 AD also requires new
repetitive inspections, measurements, and overhaul of the carriage
spindles, and applicable corrective actions. In addition, this AD
requires replacing any carriage spindle when it has reached its maximum
life limit. This 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 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.
DATES: This AD becomes effective August 31, 2010.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of August 31,
2010.
On December 4, 2003 (68 FR 67027, December 1, 2003), the Director
of the Federal Register approved the incorporation by reference of a
certain other publication listed in the AD.
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.
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: 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:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2003-24-08, Amendment
39-13377 (68 FR 67027, December 1, 2003). 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 March 1, 2010 (75 FR
9137). That NPRM proposed to continue to require repetitive gap checks
of the inboard and outboard carriage of the outboard mid-flaps to
detect fractured carriage spindles, and corrective actions if
necessary, and continue to require repetitive inspections to find
cracks, factures, or corrosion of each carriage spindle of the left and
right outboard mid-flaps. That NPRM also proposed to 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. That NPRM proposed to require new repetitive
inspections, measurements, and overhaul of the carriage spindles, and
applicable corrective actions. In addition, that NPRM also proposed to
require replacing any carriage spindle
[[Page 43804]]
when it has reached its maximum life limit.
Actions Since Original NPRM Was Issued
Since we issued the original NPRM, there has been an in-service
event of a dual fracture of the outboard flap carriages. This event is
currently under investigation. As a result, we consider this AD to be
interim action. If final action is later identified, we might consider
further rulemaking then.
Explanation of Changes to AD
We have added paragraph (t)(4) to this final rule to provide credit
for actions done in accordance with previously issued AMOCs for
individual repairs. In paragraph (m) of this AD, we have also
referenced the most current issue of the Boeing (737) Standard Overhaul
Practices Manual for actions done as of the effective date of this AD.
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
Boeing supports the intent of the NPRM.
Request for Stricter Inspection and Overhaul Limits in Lieu of Life
Limits
Safair states that it has experienced only one flap carriage
spindle failure before AD 2003-24-08 was issued. Safair states that its
main concern is scrapping serviceable carriages in order to enforce the
life limits on the flap carriages. Safair states that stricter
inspections and overhaul requirements would ensure that stress and
pitting corrosion are detected and corrected, which would avoid
failures and would extend the life of the flap carriages.
We do not agree that substituting stricter inspection and overhaul
limits for life limits would address the unsafe condition. Since AD
2003-24-08 was issued, we have received many additional reports of
carriage spindle fractures, including fractures caused by fatigue.
Because of the difficulty in detecting small cracks and the rapid crack
growth in these parts, in combination with the concerns with reduced
fatigue life of reworked and overhauled parts, the most effective way
to maintain the continued operational safety of the fleet is to mandate
life limits. We have not changed the AD in regard to this issue.
Request for Clarification of Requirements to Remove Flap Carriage
KLM requests clarification concerning the requirements to remove
the carriage spindle in order to perform a detailed inspection for
corrosion, pitting, cracking, and measurement of some minimal allowable
spindle diameters. KLM points out that the times specified for this
action are the same as for the initial gap check and the nondestructive
test for new carriage spindles. KLM asks whether the removal of the
carriage spindle is required at 12,000 flight cycles, if the initial or
repetitive gap check and the non-destructive test (NDT) at the same
time are still useful. KLM further states that carriage spindles that
receive a thorough detailed inspection and have been found to be
serviceable do not require a gap check or an NDT inspection at the
times specified in the 12,000- to 20,000-flight-cycle range as
specified in Table 1 and Table 2 of Boeing Alert Service Bulletin 737-
57A1277, Revision 1, dated November 25, 2003. KLM states that the gap
checks and NDTs are still required, although at a different time
interval after completing the requirements of paragraph (o) of the
NPRM.
We agree that clarification might be necessary. Paragraph (o) of
this final rule requires the overhaul to be performed on the new
carriage spindle before the accumulation of 12,000 flight cycles.
Therefore, the new carriage spindle should not accumulate more than
11,999 flight cycles before being overhauled in order to comply with
this requirement. Paragraph (g) of this AD refers to Boeing Alert
Service Bulletin 737-57A1277, Revision 1, dated November 25, 2003, for
the compliance times for the gap checks and NDT inspections. Boeing
Alert Service Bulletin 737-57A1277, Revision 1, dated November 25,
2003, states that the gap check and NDT inspections are not required
for a new flap carriage spindle that has accumulated fewer than 12,000
flight cycles without being overhauled.
Boeing Alert Service Bulletin 737-57A1277, Revision 1, dated
November 25, 2003, requires relatively stringent gap checks and NDT
inspections for flap carriage spindles that have accumulated 12,000 or
more flight cycles on them since being overhauled. This requirement
should become obsolete as this AD requires that all spindles be
overhauled before accumulating 12,000 flight cycles since new or
overhauled.
We have not changed the AD in regard to this issue.
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.
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 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 cycle.
08). cycle.
Inspections and measurements (new 2 85 None $170 per inspection 652 $110,840 per inspection and measurement
actions). and measurement cycle. cycle.
Overhauls (new actions)............ 16 85 \1\ 28,000 $29,360 per overhaul 652 $19,142,720 per overhaul cycle.
cycle.
Replacements (new actions)......... 16 85 \2\ 60,000 $61,360 per 652 $40,006,720 per replacement cycle.
replacement cycle....
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ $7,000 per spindle; 4 spindles per airplane.
\2\ $15,000 per spindle; 4 spindles per airplane.
[[Page 43805]]
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 carriage spindles 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 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 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
0
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 39-13377 (68 FR 67027, December 1, 2003) and by
adding the following new airworthiness directive (AD):
2010-15-08 The Boeing Company: Amendment 39-16374. Docket No. FAA-
2010-0173; Directorate Identifier 2010-NM-076-AD.
Effective Date
(a) This AD becomes effective August 31, 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
[[Page 43806]]
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 Chapter 20-
42-09, Electrodeposited Nickel Plating, of the Boeing (737) Standard
Overhaul Practices Manual. As of the effective date of this AD, use
only Chapter 20-42-09, Electrodeposited Nickel Plating, of the
Boeing (737) Standard Overhaul Practices Manual, Revision 25, dated
July 1, 2009.
(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 series 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 series airplanes: Replace the
carriage spindle with a new or documented (for which the service
life, in total 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.
(4) AMOCs previously approved in accordance with AD 2003-24-08,
Amendment 39-13377, for individual repairs are acceptable for
compliance with the corresponding provisions of this AD. All other
existing AMOCs are not acceptable.
Material Incorporated by Reference
(u) You must use Boeing Alert Service Bulletin 737-57A1218,
Revision 5, dated February 9, 2009; Boeing Alert Service Bulletin
737-57A1277, Revision 1, dated November 25, 2003; and Chapter 20-42-
09, Electrodeposited Nickel Plating, of the Boeing (737) Standard
Overhaul Practices Manual, Revision 25, dated July 1, 2009, 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-
57A1218, Revision 5, dated February 9, 2009; and Chapter 20-42-09,
Electrodeposited Nickel Plating, of the Boeing (737) Standard
Overhaul Practices Manual, Revision 25, dated July 1, 2009; under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) The Director of the Federal Register previously approved the
incorporation by
[[Page 43807]]
reference of Boeing Alert Service Bulletin 737-57A1277, Revision 1,
dated November 25, 2003, on December 4, 2003 (68 FR 67027, December
1, 2003).
(3) 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.
(4) 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.
(5) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on July 14, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-18009 Filed 7-26-10; 8:45 am]
BILLING CODE 4910-13-P
