Airworthiness Directives; The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 47522-47527 [2011-19904]

Download as PDF 47522 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules –320, and –500 airplanes, all manufacturer serial numbers (MSN) up to MSN 643 inclusive; and Model ATR72–101, –102, –201, –202, –211, –212, and –212A airplanes, all MSNs up to MSN 728 inclusive; certificated in any category. Subject (d) Air Transport Association (ATA) of America Code 55: Stabilizers. Reason (e) The mandatory continuing airworthiness information (MCAI) states: One ATR operator has experienced inflight elevator travel limitations with unusual effort being necessary on pitch axis to control the aeroplane, while the ‘‘pitch mistrim’’ message appeared on the ADU [advisory display unit] display. The elevators seemed to be jammed. During the post-flight inspection, it was discovered that the LH [left-hand] elevator lower stop assembly was broken at the level of the angles, which may have prevented the elevator to respond normally to the flight control input. This condition, if not detected and corrected, could lead to reduced control of the aeroplane. * * * * * erowe on DSKG8SOYB1PROD with PROPOSALS-1 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. Actions (g) Within 6 months after the effective date of this AD, perform a general visual inspection of the inboard hinge fitting area and a detailed inspection of lower stop angles of the inboard hinge fittings on both LH and right-hand (RH) elevators, in accordance with the Accomplishment ´ Instructions of Avions de Transport Regional Service Bulletin ATR42–55–0014, dated May ´ 11, 2010; or Avions de Transport Regional Service Bulletin ATR72–55–1006, dated May 11, 2010; as applicable. (1) If any damaged angle is found during the inspection required by paragraph (g) of this AD, before further flight, replace the damaged angles with serviceable parts and accomplish a detailed inspection of the adjacent areas to detect any damage, in accordance with the Accomplishment ´ Instructions of Avions de Transport Regional Service Bulletin ATR42–55–0014, dated May ´ 11, 2010; or Avions de Transport Regional Service Bulletin ATR72–55–1006, dated May 11, 2010; as applicable. (2) If any damage is detected in adjacent areas during the inspection required by paragraph (g)(1) of this AD, before further flight, repair the damage using a method approved by either the Manager, International Branch, ANM 116, Transport Airplane Directorate, FAA; or European Aviation Safety Agency (EASA) (or its delegated agent). (h) Submit a report of the findings (damaged angles found on the LH and RH side elevator) of the inspection required by paragraph (g) of this AD to ATR Engineering, VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 Service Bulletin Group, 1 Allee Pierre Nadot, 31712 Blagnac Cedex, France, at the applicable time specified in paragraph (h)(1) or (h)(2) of this AD. The report must include the MSN, accomplishment date, registration number, number of flights, flight hours, inspection results, and performed actions. In addition, return any damaged lower stop angles to ATR Engineering, Service Bulletin Group, 1 Allee Pierre Nadot, 31712 Blagnac Cedex, France. (1) If the inspection was done on or after the effective date of this AD: Submit the report within 30 days after the inspection. (2) If the inspection was done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. FAA AD Differences Note 1: This AD differs from the MCAI and/or service information as follows: No differences. (i) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM–116, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the International Branch, send it to ATTN: Tom Rodriguez, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057– 3356; telephone (425) 227–1137; fax (425) 227–1149. Information may be e-mailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. The AMOC approval letter must specifically reference this AD. (2) Airworthy Product: For any requirement in this AD to obtain corrective actions from a manufacturer or other source, use these actions if they are FAA-approved. Corrective actions are considered FAA-approved if they are approved by the State of Design Authority (or their delegated agent). You are required to assure the product is airworthy before it is returned to service. (3) Reporting Requirements: A Federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a current valid OMB Control Number. The OMB Control Number for this information collection is 2120–0056. Public reporting for this collection of information is estimated to be approximately 5 minutes per response, including the time for reviewing instructions, completing and reviewing the collection of information. All responses to this collection Frm 00028 Fmt 4702 Sfmt 4702 Related Information (j) Refer to MCAI EASA Airworthiness Directive 2010–0138, dated July 1, 2010; ´ Avions de Transport Regional Service Bulletin ATR42–55–0014, dated May 11, 2010; and Avions de Transport ´ Regional Service Bulletin ATR72–55–1006, dated May 11, 2010; for related information. Issued in Renton, Washington, on July 26, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2011–19902 Filed 8–4–11; 8:45 am] BILLING CODE 4910–13–P Other FAA AD Provisions PO 00000 of information are mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at: 800 Independence Ave., SW., Washington, DC 20591, Attn: Information Collection Clearance Officer, AES–200. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2011–0722; Directorate Identifier 2010–NM–262–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Model 737–100, –200, –200C, –300, –400, and –500 Series Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to supersede an existing airworthiness directive (AD) that applies to certain Model 737–100 and –200 series airplanes. The existing AD currently requires various inspections for cracks in the outboard chord of the frame at body station (BS) 727 and in the outboard chord of stringer (S) 18A, and repair or replacement of cracked parts. Since we issued that AD, there have been several reports of fatigue cracking in the frame outboard chord at BS 727 and in the radius of the auxiliary chord on airplanes that were not affected by the existing AD. This proposed AD would add airplanes to the applicability statement in the existing AD and add inspections for cracks in the BS 727 frame outboard chords and the radius of the auxiliary chord, for certain airplanes. This proposed AD would also remove the inspections of the outboard chord of S–18A required by the existing AD. We are proposing this AD to detect and correct fatigue cracking of the outboard and auxiliary chords, which SUMMARY: E:\FR\FM\05AUP1.SGM 05AUP1 47523 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules erowe on DSKG8SOYB1PROD with PROPOSALS-1 could result in reduced structural integrity of the outboard chord and consequent rapid decompression of the airplane. DATES: We must receive comments on this proposed AD by September 19, 2011. 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: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this AD, contact Boeing Commercial Airplanes, 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. You may review copies of the referenced 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. Examining the AD Docket You may examine the AD docket on the Internet at https:// www.regulations.gov; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Alan Pohl, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; phone (425) 917–6450; fax (425) 917–6590; e-mail alan.pohl@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposed AD. Send your comments VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 to an address listed under the section. Include ‘‘Docket No. FAA–2011–0722; Directorate Identifier 2010–NM–262–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this proposed AD. We will consider all comments received by the closing date and may amend this proposed AD because of those comments. We will post all comments we receive, without change, to https:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this proposed AD. Relevant Service Information ADDRESSES We reviewed Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. The existing AD refers to Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; and Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; for accomplishing the required actions. Revision 1 of this service bulletin was issued to include airplanes having 7075–T73 frame outboard chords. Revision 2 of this service bulletin expands the effectivity in Revision 1 of this service bulletin, and adds inspections for cracks of the 7075–T73 frame outboard chord and in the radius of the auxiliary chord, and repair or replacement if necessary. Discussion FAA’s Determination On June 5, 1995, we issued AD 95– 12–17, amendment 39–9268 (60 FR 36981, July 19, 1995), for certain Model 737–100 and –200 series airplanes. That AD requires various inspections for cracks in the outboard chord of the frame at body station (BS) 727 and in the outboard chord of stringer (S) 18A, and repair or replacement of cracked parts. That AD resulted from reports of fatigue cracks in those outboard chords. We issued that AD to prevent such fatigue cracking, which could result in reduced structural integrity of the outboard chords, and subsequent rapid decompression of the airplane. We are proposing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Actions Since Existing AD Was Issued Since we issued AD 95–12–17, we have received several reports of fatigue cracking in the frame outboard chord at BS 727 and in the radius of the auxiliary chord. The cracking in the chords occurred on airplanes that had accumulated between 20,000 and 52,000 total flight cycles, and between 27,000 and 74,000 total flight hours. The cracking in the auxiliary chord occurred on airplanes that had accumulated between 46,000 and 85,000 total flight cycles, and between 41,000 and 64,000 total flight hours. This cracking is caused by fatigue. The airplanes that are affected by AD 95–12–17 were produced with outboard chords at BS 727 made of 7075–T6 aluminum; subsequent airplanes were produced with outboard chords made of 7075–T73 aluminum. In addition, we have determined that the inspections of the outboard chord of S–18A required by the existing AD are no longer necessary. The new inspections (described below) will decrease the probability of cracks in the frame at BS 727 where S–18A is attached. PO 00000 Frm 00029 Fmt 4702 Sfmt 4702 Proposed AD Requirements This proposed AD would retain certain requirements of AD 95–12–17. This proposed AD would add airplanes to the applicability statement in the existing AD. This proposed AD would also remove the inspections of the outboard chord of S–18A required by the existing AD, and add inspections for cracks in the BS 727 frame outboard chords and the radius of the auxiliary chord, for certain airplanes. This proposed AD would require accomplishing the actions specified in the service information described previously, except as discussed under ‘‘Difference Between the Proposed AD and the Service Information.’’ Change to Existing AD Since AD 95–12–17 was issued, the AD format has been revised, and certain paragraphs have been rearranged. As a result, the corresponding paragraph identifiers have changed in this proposed AD, as listed in the following table: REVISED PARAGRAPH IDENTIFIERS Requirement in AD 95–12–17 Corresponding requirement in this proposed AD paragraph (a) paragraph (b) paragraph (c) paragraph (d) paragraph (e) paragraph (f) paragraph (g) paragraph (g) paragraph (h) paragraph (i) paragraph (j) removed paragraph (k) paragraph (l) E:\FR\FM\05AUP1.SGM 05AUP1 47524 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules Difference Between the Proposed AD and the Service Information Boeing Alert Service Bulletin 737– 53A1166, Revision 2, dated May 25, 2006, specifies contacting the manufacturer for instructions on how to repair a certain condition, but this AD requires repairing that condition in one of the following ways: • Using a method that we approve; or • Using data that meet the certification basis of the airplane, and that have been approved by an Authorized Representative for the Boeing Commercial Airplanes Organization Designation Authorization whom we have authorized to make those findings. Costs of Compliance We estimate that this proposed AD affects 574 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Action Various inspections (retained actions from existing AD). Ultrasonic inspection (new proposed action). Detailed and HFEC inspections (new proposed actions). We estimate the following costs to do any necessary repairs that would be Number of U.S. airplanes $340 per inspection cycle $100,640 per inspection cycle. 296 1,105 per inspection cycle. 634,270 per inspection cycle. 574 0 4 work-hours × $85 per hour = $340 per inspection cycle. 13 work-hours × $85 per hour = $1,105 per inspection cycle. 13 work-hours × $85 per hour = $1,105 per inspection cycle. Cost on U.S. operators 0 Labor cost 1,105 per inspection cycle. 634,270 per inspection cycle. 574 Parts cost Cost per product $0 required based on the results of the proposed inspections. We have no way of determining the number of aircraft that might need these repairs: ON-CONDITION COSTS Labor cost Optional modification (retained action from existing AD). Repair of cracking of the outboard chord frame .......... Time-limited repair cracking of the outboard chord frame. Repair of cracking of the outboard chord .................... 50 work-hours × $85 per hour = $4,250 ...................... $3,680 $7,930 514 work-hours × $85 per hour = $42,690 .................. 63 work-hours × $85 per hour = $5,355 ...................... 13,586 2,732 57,276 8,087 49 work-hours × $85 per hour = $4,165 ...................... 4,255 8,420 erowe on DSKG8SOYB1PROD with PROPOSALS-1 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 proposed AD would not have federalism VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that the proposed regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska, and (4) 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. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. PO 00000 Frm 00030 Fmt 4702 Sfmt 4702 Parts cost Cost per product Action The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by removing airworthiness directive (AD) 95–12–17, Amendment 39–9268 (60 FR 36981, July 19, 1995), and adding the following new AD: The Boeing Company: Docket No. FAA– 2011–0722; Directorate Identifier 2010– NM–262–AD. Comments Due Date (a) The FAA must receive comments on this AD action by September 19, 2011. E:\FR\FM\05AUP1.SGM 05AUP1 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules Affected ADs (b) This AD supersedes AD 95–12–17, Amendment 39–9268. 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) Joint Aircraft System Component (JASC)/Air Transport Association (ATA) of America Code 53, Fuselage. Unsafe Condition (e) This AD was prompted by several reports of fatigue cracking in the frame outboard chord at body station (BS) 727, and cracks in the radius of the auxiliary chord on airplanes that were not affected by the existing AD. We are issuing this AD to detect and correct fatigue cracking of the outboard and auxiliary chords, which could result in reduced structural integrity of the outboard chord and consequent rapid decompression of the airplane. erowe on DSKG8SOYB1PROD with PROPOSALS-1 Compliance (f) Comply with this AD within the compliance times specified, unless already done. Restatement of Certain Requirements of AD 95–12–17 With Revised Service Information: Repetitive Inspections and Repair or Replacement (g) For Model 737–100 and –200 series airplanes on which the BS 727 frame upper outboard chord has been replaced in accordance with Boeing Service Bulletin 737–53–1088: Prior to the accumulation of 30,000 total flight cycles since replacement of the upper outboard chord, or within 4,500 flight cycles after August 18, 1995 (the effective date of AD 95–12–17), whichever occurs later, perform close visual, pulse echo shear wave (PESW), and high frequency eddy current (HFEC) inspections to detect cracks in the outboard chord of the frame at BS 727, in accordance with Part I of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; Boeing Service Bulletin 737– 53A1166, Revision 1, dated May 25, 1995; or Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006; as applicable. As of the effective date of this AD use only Revision 2 of this service bulletin. (h) For Model 737–100 and –200 series airplanes on which the BS 727 frame upper outboard chord has been replaced in accordance with Boeing Service Bulletin 737–53–1088: Repeat the inspections required by paragraph (g) of this AD at the time specified in paragraphs (h)(1), (h)(2), (h)(3), and (h)(4) of this AD, as applicable, until the optional terminating action described in paragraph (l) of this AD is accomplished. (1) If, at the time of the most recent inspection required by paragraph (g) or (h) of this AD, the airplane has accumulated 27,000 or more total flight cycles, but fewer than 50,000 total flight cycles since the replacement of the outboard chord: Perform VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 the next inspection within 15,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 15,000 flight cycles until the airplane has accumulated 50,000 or more total flight cycles since the replacement of the outboard chord. Do the inspections required by paragraph (h)(2) of this AD at the time specified. (2) If, at the time of the most recent inspection required by paragraph (g) or (h) of this AD, the airplane has accumulated 50,000 or more total flight cycles, but fewer than 60,000 total flight cycles, since the replacement of the outboard chord: Perform the next inspection within 7,500 flight cycles. Repeat the inspection thereafter at intervals not to exceed 7,500 flight cycles until the airplane has accumulated 60,000 or more total flight cycles since the replacement of the outboard chord. Do the inspections required by paragraph (h)(3) of this AD at the time specified. (3) If, at the time of the most recent inspection required by paragraph (g) or (h) of this AD, the airplane has accumulated 60,000 or more total flight cycles, but fewer than 70,000 total flight cycles, since the replacement of the outboard chord: Perform the next inspection within 5,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 5,000 flight cycles until the airplane has accumulated 70,000 or more total flight cycles since the replacement of the outboard chord. Do the inspections required by paragraph (h)(4) of this AD at the time specified. (4) If, at the time of the most recent inspection required by paragraph (g) or (h) of this AD, the airplane has accumulated 70,000 or more total flight cycles since replacement of the outboard chord: Perform the next inspection within 3,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 3,000 flight cycles. (i) For Model 737–100 and –200 series airplanes on which the BS 727 frame outboard chord has not been replaced, or on which only the lower outboard chord has been replaced in accordance with Boeing Service Bulletin 737–53–1088: Perform close visual, PESW, and HFEC inspections to detect cracks in the outboard chord of the frame at BS 727, in accordance with Part I of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; or Boeing Alert Service Bulletin 737– 53A1166, Revision 2, dated May 25, 2006; as applicable. As of the effective date of this AD, use only Revision 2 of this service bulletin. Perform these inspections initially at the time specified in paragraph (i)(1), (i)(2), (i)(3), or (i)(4), as applicable. Repeat these inspections thereafter at the intervals specified in paragraph (j) of this AD. (1) For airplanes that have accumulated 27,000 or more total flight cycles, but fewer than 50,000 total flight cycles, as of August 18, 1995: Inspect prior within 4,500 flight cycles after August 18, 1995. (2) For airplanes that have accumulated 50,000 or more total flight cycles, but fewer than 60,000 total flight cycles, as of August 18, 1995: Inspect prior to the accumulation of 2,500 flight cycles after August 18, 1995. PO 00000 Frm 00031 Fmt 4702 Sfmt 4702 47525 (3) For airplanes that have accumulated 60,000 or more total flight cycles, but fewer than 70,000 total flight cycles as of August 18, 1995: Inspect prior to the accumulation of 1,500 flight cycles after August 18, 1995. (4) For airplanes that have accumulated 70,000 or more total flight cycles as of August 18, 1995: Inspect prior to the accumulation of 500 flight cycles or within 90 days after August 18, 1995, whichever occurs first. (j) Repeat the inspections required by paragraph (i) of this AD at the time specified in paragraphs (j)(1), (j)(2), (j)(3), and (j)(4) of this AD, as applicable, until the optional terminating action described in paragraph (l) of this AD is accomplished: (1) If, at the time of the most recent inspection required by paragraph (i) or (j) of this AD, the airplane has accumulated 27,000 or more total flight cycles, but fewer than 50,000 total flight cycles: Perform the next inspection within 15,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 15,000 flight cycles until the airplane has accumulated 50,000 or more total flight cycles. Do the inspections required by paragraph (j)(2) of this AD at the time specified. (2) If, at the time of the most recent inspection required by paragraph (i) or (j) of this AD, the airplane had accumulated 50,000 or more total flight cycles, but fewer than 60,000 total flight cycles: Perform the next inspection within 7,500 flight cycles. Repeat the inspection thereafter at intervals not to exceed 7,500 flight cycles until the airplane has accumulated 60,000 or more total flight cycles. Do the inspections required by paragraph (j)(3) of this AD at the time specified. (3) If, at the time of the most recent inspection required by paragraph (i) or (j) of this AD, the airplane had accumulated 60,000 or more total flight cycles, but fewer than 70,000 total flight cycles: Perform the next inspection within 5,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 5,000 flight cycles until the airplane has accumulated 70,000 or more total flight cycles. Do the inspections required by paragraph (j)(4) of this AD at the time specified. (4) If, at the time of the most recent inspection required by paragraph (i) or (j) of this AD, the airplane had accumulated 70,000 or more total flight cycles: Perform the next inspection within 3,000 flight cycles. Repeat the inspection thereafter at intervals not to exceed 3,000 flight cycles. (k) If any crack is found in the outboard chord of the frame at BS 727 during any inspection required by paragraphs (g) through (j) of this AD, accomplish paragraph (k)(1) or (k)(2) of this AD, as applicable, in accordance with Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; or Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006; as applicable. As of the effective date of this AD, use only Revision 2 of this service bulletin. (1) For any crack that extends from the forward edge of the chord or from the forward fastener hole, but that does not E:\FR\FM\05AUP1.SGM 05AUP1 47526 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules erowe on DSKG8SOYB1PROD with PROPOSALS-1 extend past the second fastener hole, accomplish either paragraph (l)(1)(i) or (l)(1)(ii) of this AD. Thereafter, perform initial and repetitive inspections in accordance with paragraphs (g) and (h) of this AD. (i) Prior to further flight, install the time limited repair. Within 4,500 flight cycles or within 18 months after accomplishing the time-limited repair, whichever occurs first, replace the outboard chord. Or (ii) Prior to further flight, replace the outboard chord. Note 1: Boeing Alert Service Bulletin 737– 53A1166, dated June 30, 1994; Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; and Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006; refer to Boeing Service Bulletin 737–53–1088 as an additional source of guidance for procedures to replace the chord. (2) For any crack that extends from the forward edge of the chord, or from the forward fastener hole, and that extends past the second fastener hole, prior to further flight, replace the outboard chord in accordance with Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; or Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006; as applicable. As of the effective date of this AD, use only Revision 2 of this service bulletin. Thereafter, perform initial and repetitive inspections in accordance with paragraphs (g) and (h) of this AD. New Requirements of This AD: Repetitive Inspections/Repair or Replace if Necessary (l) For airplanes identified in table 5 of paragraph 1.E., ‘‘Compliance’’ of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006: Before the accumulation of 27,000 total flight cycles, or within 5,000 flight cycles after the effective date of this AD, whichever occurs later, do internal detailed and HFEC inspections to detect cracks in the auxiliary chord radius of the frame at BS 727, in accordance with Part 1 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. Repeat the inspections thereafter at intervals not to exceed 15,000 flight cycles until the optional terminating action described in paragraph (r) of this AD is accomplished. If any crack is found, before further flight, repair in accordance with the requirements in paragraph (p) of this AD. (m) For airplanes identified in table 2 of paragraph 1.E., ‘‘Compliance’’ of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006: Do the applicable inspections required by paragraph (m)(1) or (m)(2) of this AD at the time specified, in accordance with Part 1 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. Except as required by paragraph (p) of this AD, if any crack is found during any inspection required by paragraph (m)(1) or (m)(2) of this AD, before further flight, repair in accordance with Part 3 or Part 4 of the Accomplishment VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006, as applicable. Repeat the inspections until the optional terminating action described in paragraph (r) of this AD is accomplished. (1) For airplanes on which the inspections specified in Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; or Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; have not been performed as of the effective date of this AD: Do the inspections required by paragraphs (m)(1)(i) and (m)(1)(ii) of this AD at the time specified. (i) Before the accumulation of 27,000 total flight cycles, or within 5,000 flight cycles after the effective date of this AD, whichever occurs later: Do ultrasonic and surface HFEC inspections to detect cracks in the forward flange of the outboard chord of the frame at BS 727. Repeat the inspections thereafter at intervals not to exceed 5,000 flight cycles. (ii) Before the accumulation of 27,000 total flight cycles, or within 10,000 flight cycles after the effective date of this AD, whichever occurs later: Do an open hole eddy current inspection to detect cracks in the forward flange of the outboard chord of the frame at BS 727. Repeat the inspection thereafter at intervals not to exceed 15,000 flight cycles. (2) For airplanes on which the inspections specified in Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; or Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; have been performed as of the effective date of this AD: Repeat the applicable inspection specified in paragraphs (m)(1)(i) and (m)(1)(ii) of this AD thereafter at intervals not to exceed 5,000 flight cycles for the ultrasonic and surface HFEC inspections, and at intervals not to exceed 15,000 flight cycles for the open hole eddy current inspection. (n) For airplanes identified in table 3 of paragraph 1.E., ‘‘Compliance’’ of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006: Do the applicable inspections required by paragraph (n)(1) or (n)(2) of this AD at the time specified, in accordance with Part 1 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. Except as required by paragraph (p) of this AD, if any crack is found during any inspection required by paragraphs (n)(1) or (n)(2) of this AD, before further flight, repair in accordance with Part 3 or Part 4 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006, as applicable. Repeat the inspections until the optional terminating action described in paragraph (r) of this AD is accomplished. (1) For airplanes on which the inspections specified in Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; or Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; have not been done as of the effective date of this AD: Do the inspections required by paragraphs (n)(1)(i) and (n)(1)(ii) of this AD at the time specified. (i) Before the accumulation of 27,000 total flight cycles, or within 5,000 flight cycles after the effective date of this AD, whichever occurs later: Do ultrasonic, low frequency PO 00000 Frm 00032 Fmt 4702 Sfmt 4702 eddy current, and edge HFEC inspections to detect cracks in the forward flange of the outboard chord of the frame at BS 727. Repeat the inspections thereafter at intervals not to exceed 5,000 flight cycles. (ii) Before the accumulation of 27,000 total flight cycles, or within 10,000 flight cycles after the effective date of this AD, whichever occurs later: Do an open hole eddy current inspection to detect cracks in the forward flange of the outboard chord of the frame at BS 727. Repeat the inspections thereafter at intervals not to exceed 15,000 flight cycles. (2) For airplanes on which the inspections specified in Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; or Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995; have been done as of the effective date of this AD: Repeat the applicable inspection specified in paragraphs (n)(1)(i) and (n)(1)(ii) of this AD thereafter at intervals not to exceed 5,000 flight cycles for the ultrasonic, low frequency eddy current, and edge HFEC inspections, and at intervals not to exceed 15,000 flight cycles for the open hole eddy current inspection. Note 2: The detailed and eddy current inspections of the outboard chord of S–18A specified in Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006, are not required by this AD. (o) For airplanes identified in table 4 of paragraph 1.E., ‘‘Compliance’’ of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006: Before the accumulation of 50,000 or more total flight cycles, but fewer than or equal to 60,000 total flight cycles, after accomplishing the modification of the outboard chord of the frame at BS 727 at S–18A: Do a one-time follow-on open hole eddy current inspection to detect cracks in the modified chord in accordance with Part 8 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. (p) If any crack is found during any inspection required by paragraphs (l) through (o) of this AD, and the repairs specified in Part 3 and Part 4 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006, can not be installed using the procedures identified in this service bulletin: Before further flight, repair using a method approved in accordance with the procedures specified in paragraph (s) of this AD. (q) For any airplane on which a timelimited repair is installed on the outboard chord of the frame at body station BS 727 in accordance with Boeing Alert Service Bulletin 737–53A1166, dated June 30, 1994; or Boeing Service Bulletin 737–53A1166, Revision 1, dated May 25, 1995: Within 4,500 flight cycles after installation of the repair, or within 6 months after the effective date of this AD, whichever occurs later, replace the repair in accordance with Part 9 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. Optional Terminating Action (r) Accomplishment of the applicable action specified in paragraph (r)(1) or (r)(2) of this AD, in accordance with Part 2 of the Accomplishment Instructions of Boeing Alert E:\FR\FM\05AUP1.SGM 05AUP1 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules erowe on DSKG8SOYB1PROD with PROPOSALS-1 Service Bulletin 737–53A1166, dated June 30, 1994; Boeing Service Bulletin 737– 53A1166, Revision 1, dated May 25, 1995; or Part 6 of the Accomplishment Instructions of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006; constitutes terminating action for the inspections required by this AD. (1) Installation of the preventative modification. (2) Replacement of the cracked chord and installation of the preventative modification. Alternative Methods of Compliance (AMOCs) (s)(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. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the attention of the person identified in the Related Information section of this AD. Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (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 approved for AD 95–12–17 are approved as AMOCs for the corresponding provisions of this AD. (5) For airplanes identified in tables 2, 3, and 5 of paragraph 1.E., ‘‘Compliance’’ of Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006: The Manager, Seattle ACO, approves the inspection methods, thresholds, and repetitive intervals therein as an AMOC for the inspections of Structurally Significant Items (SSIs) F–29A and F–29B required by paragraphs (g) and (h) of AD 2008–08–23, Amendment 39–15477 (Boeing 737–100/200/ 200C Supplemental Structural Inspection Document (SSID) D6–37089, Revision E, dated May 1, 2007), and paragraphs (g) and (h) of AD 2008–09–13, Amendment 39– 15494 (Boeing 737–400/500/600 SSID D6– 82669, dated May 1, 2007). This approval applies only to SSIs F–29A and F–29B of the applicable SSID and only for the portions of the BS 727 outer chord that have been inspected or that have been repaired or modified in accordance with Boeing Alert Service Bulletin 737–53A1166, Revision 2, dated May 25, 2006. All provisions of ADs 2008–08–23 and 2008–09–13 that are not specifically referenced in this paragraph remain fully applicable and must be done. If operators request this AMOC, they must revise their FAA-approved maintenance or inspection program to incorporate the alternative inspections in this paragraph. VerDate Mar<15>2010 14:53 Aug 04, 2011 Jkt 223001 Related Information (t) For more information about this AD, contact Alan Pohl, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle ACO, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; phone: (425) 917– 6450; fax: (425) 917–6590; e-mail: alan.pohl@faa.gov. (u) 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. You may review copies of the referenced 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. Issued in Renton, Washington, on July 26, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2011–19904 Filed 8–4–11; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF COMMERCE Bureau of Industry and Security 15 CFR Chapter VII [Docket No. 110711380–1379–01] RIN 0694–XA37 Retrospective Regulatory Review Under E.O. 13563 Bureau of Industry and Security, Commerce. ACTION: Notice of inquiry. AGENCY: The Bureau of Industry and Security (BIS), Department of Commerce, is currently engaged in the Export Control Reform Initiative, which will fundamentally reform the U.S. export control system. Retrospective review of the regulations administered by BIS is an essential aspect of the Export Control Reform Initiative. In addition to this effort, and pursuant to President Obama’s direction in Executive Order 13563, BIS is conducting a retrospective review of portions of the Export Administration Regulations, Chemical Weapons Convention Regulations, Additional Protocol Regulations, and National Defense Industrial Base Regulations to determine how they might be clarified or streamlined to be more effective or less burdensome. Through this notice of inquiry, BIS seeks public comments on how it should undertake its retrospective review of regulations. SUMMARY: PO 00000 Frm 00033 Fmt 4702 Sfmt 4702 47527 Comments must be received by BIS no later than February 1, 2012. ADDRESSES: Comments may be submitted to the Federal rulemaking portal (https://www.regulations.gov). The regulations.gov ID for this notice of inquiry is: BIS–2011–0027. In order to maximize the open exchange of ideas, BIS strongly encourages comment submission through regulations.gov. However, comments may also be submitted via e-mail to publiccommments@bis.doc.gov or on paper to Regulatory Policy Division, Bureau of Industry and Security, Room 2099B, U.S. Department of Commerce, Washington, DC 20230. Please refer to RIN 0694–XA37 in all comments and in the subject line of e-mail comments. All comments (including any personally identifying information) will be made available for public inspection and copying. FOR FURTHER INFORMATION CONTACT: Hillary Hess, Director, Regulatory Policy Division, Office of Exporter Services, Bureau of Industry and Security at 202– 482–2440 or rpd2@bis.doc.gov. SUPPLEMENTARY INFORMATION: DATES: Executive Order 13563 On January 18, 2011, President Barack Obama issued Executive Order 13563, affirming general principles of regulation and directing government agencies to improve regulation and regulatory review. Among other things, the President stressed the need for the regulatory system to allow for public participation and an open exchange of ideas, as well as promote predictability and reduce uncertainty. The President also emphasized that regulations must be accessible, consistent, written in plain language, and easy to understand. As part of its ongoing effort to ensure that its regulations are clear, effective, and up-to-date, BIS is issuing this notice of inquiry soliciting public comments on its existing and proposed rules, with the exception of those rules related to the Export Control Reform Initiative, as described below. BIS requests that comments on rules related to export control reform be submitted in response to those specific rules and notices rather than to this broader notice of inquiry, which pertains to other aspects of the Export Administration Regulations and to the Chemical Weapons Convention Regulations, the Additional Protocol Regulations, and National Security Industrial Base Regulations. The Export Control Reform Initiative In August 2009, the President directed a broad-based interagency review of the U.S. export control system with the goal E:\FR\FM\05AUP1.SGM 05AUP1

Agencies

[Federal Register Volume 76, Number 151 (Friday, August 5, 2011)]
[Proposed Rules]
[Pages 47522-47527]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-19904]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0722; Directorate Identifier 2010-NM-262-AD]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Model 737-100, -200,
-200C, -300, -400, and -500 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: We propose to supersede an existing airworthiness directive
(AD) that applies to certain Model 737-100 and -200 series airplanes.
The existing AD currently requires various inspections for cracks in
the outboard chord of the frame at body station (BS) 727 and in the
outboard chord of stringer (S) 18A, and repair or replacement of
cracked parts. Since we issued that AD, there have been several reports
of fatigue cracking in the frame outboard chord at BS 727 and in the
radius of the auxiliary chord on airplanes that were not affected by
the existing AD. This proposed AD would add airplanes to the
applicability statement in the existing AD and add inspections for
cracks in the BS 727 frame outboard chords and the radius of the
auxiliary chord, for certain airplanes. This proposed AD would also
remove the inspections of the outboard chord of S-18A required by the
existing AD. We are proposing this AD to detect and correct fatigue
cracking of the outboard and auxiliary chords, which

[[Page 47523]]

could result in reduced structural integrity of the outboard chord and
consequent rapid decompression of the airplane.

DATES: We must receive comments on this proposed AD by September 19,
2011.

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: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, 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. You may review copies of the referenced
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.

Examining the AD Docket

You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.

FOR FURTHER INFORMATION CONTACT: Alan Pohl, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; phone (425) 917-
6450; fax (425) 917-6590; e-mail alan.pohl@faa.gov.

SUPPLEMENTARY INFORMATION:

Comments Invited

We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2011-0722;
Directorate Identifier 2010-NM-262-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

On June 5, 1995, we issued AD 95-12-17, amendment 39-9268 (60 FR
36981, July 19, 1995), for certain Model 737-100 and -200 series
airplanes. That AD requires various inspections for cracks in the
outboard chord of the frame at body station (BS) 727 and in the
outboard chord of stringer (S) 18A, and repair or replacement of
cracked parts. That AD resulted from reports of fatigue cracks in those
outboard chords. We issued that AD to prevent such fatigue cracking,
which could result in reduced structural integrity of the outboard
chords, and subsequent rapid decompression of the airplane.

Actions Since Existing AD Was Issued

Since we issued AD 95-12-17, we have received several reports of
fatigue cracking in the frame outboard chord at BS 727 and in the
radius of the auxiliary chord. The cracking in the chords occurred on
airplanes that had accumulated between 20,000 and 52,000 total flight
cycles, and between 27,000 and 74,000 total flight hours. The cracking
in the auxiliary chord occurred on airplanes that had accumulated
between 46,000 and 85,000 total flight cycles, and between 41,000 and
64,000 total flight hours. This cracking is caused by fatigue. The
airplanes that are affected by AD 95-12-17 were produced with outboard
chords at BS 727 made of 7075-T6 aluminum; subsequent airplanes were
produced with outboard chords made of 7075-T73 aluminum.
In addition, we have determined that the inspections of the
outboard chord of S-18A required by the existing AD are no longer
necessary. The new inspections (described below) will decrease the
probability of cracks in the frame at BS 727 where S-18A is attached.

Relevant Service Information

We reviewed Boeing Alert Service Bulletin 737-53A1166, Revision 2,
dated May 25, 2006. The existing AD refers to Boeing Alert Service
Bulletin 737-53A1166, dated June 30, 1994; and Boeing Service Bulletin
737-53A1166, Revision 1, dated May 25, 1995; for accomplishing the
required actions. Revision 1 of this service bulletin was issued to
include airplanes having 7075-T73 frame outboard chords. Revision 2 of
this service bulletin expands the effectivity in Revision 1 of this
service bulletin, and adds inspections for cracks of the 7075-T73 frame
outboard chord and in the radius of the auxiliary chord, and repair or
replacement if necessary.

FAA's Determination

We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.

Proposed AD Requirements

This proposed AD would retain certain requirements of AD 95-12-17.
This proposed AD would add airplanes to the applicability statement in
the existing AD. This proposed AD would also remove the inspections of
the outboard chord of S-18A required by the existing AD, and add
inspections for cracks in the BS 727 frame outboard chords and the
radius of the auxiliary chord, for certain airplanes. This proposed AD
would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Difference Between the Proposed AD and the Service Information.''

Change to Existing AD

Since AD 95-12-17 was issued, the AD format has been revised, and
certain paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:

Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding
Requirement in AD 95-12-17 requirement in
this proposed AD
------------------------------------------------------------------------
paragraph (a)....................................... paragraph (g)
paragraph (b)....................................... paragraph (h)
paragraph (c)....................................... paragraph (i)
paragraph (d)....................................... paragraph (j)
paragraph (e)....................................... removed
paragraph (f)....................................... paragraph (k)
paragraph (g)....................................... paragraph (l)
------------------------------------------------------------------------

[[Page 47524]]

Difference Between the Proposed AD and the Service Information

Boeing Alert Service Bulletin 737-53A1166, Revision 2, dated May
25, 2006, specifies contacting the manufacturer for instructions on how
to repair a certain condition, but this AD requires repairing that
condition in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Organization Designation
Authorization whom we have authorized to make those findings.

Costs of Compliance

We estimate that this proposed AD affects 574 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:

Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S. Number of U.S.
Action Labor cost Parts cost product operators airplanes
----------------------------------------------------------------------------------------------------------------
Various inspections (retained 4 work-hours x $0 $340 per $100,640 per 296
actions from existing AD). $85 per hour = inspection inspection
$340 per cycle. cycle.
inspection
cycle.
Ultrasonic inspection (new 13 work-hours x 0 1,105 per 634,270 per 574
proposed action). $85 per hour = inspection inspection
$1,105 per cycle. cycle.
inspection
cycle.
Detailed and HFEC inspections 13 work-hours x 0 1,105 per 634,270 per 574
(new proposed actions). $85 per hour = inspection inspection
$1,105 per cycle. cycle.
inspection
cycle.
----------------------------------------------------------------------------------------------------------------

We estimate the following costs to do any necessary repairs that
would be required based on the results of the proposed inspections. We
have no way of determining the number of aircraft that might need these
repairs:

On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Optional modification (retained action from 50 work-hours x $85 per hour = $3,680 $7,930
existing AD). $4,250.
Repair of cracking of the outboard chord frame 514 work-hours x $85 per hour = 13,586 57,276
$42,690.
Time-limited repair cracking of the outboard 63 work-hours x $85 per hour = 2,732 8,087
chord frame. $5,355.
Repair of cracking of the outboard chord...... 49 work-hours x $85 per hour = 4,255 8,420
$4,165.
----------------------------------------------------------------------------------------------------------------

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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

The Proposed Amendment

Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

1. The authority citation for part 39 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec. 39.13 [Amended]

2. The FAA amends Sec. 39.13 by removing airworthiness directive
(AD) 95-12-17, Amendment 39-9268 (60 FR 36981, July 19, 1995), and
adding the following new AD:

The Boeing Company: Docket No. FAA-2011-0722; Directorate Identifier
2010-NM-262-AD.

Comments Due Date

(a) The FAA must receive comments on this AD action by September
19, 2011.

[[Page 47525]]

Affected ADs

(b) This AD supersedes AD 95-12-17, Amendment 39-9268.

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) Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 53, Fuselage.

Unsafe Condition

(e) This AD was prompted by several reports of fatigue cracking
in the frame outboard chord at body station (BS) 727, and cracks in
the radius of the auxiliary chord on airplanes that were not
affected by the existing AD. We are issuing this AD to detect and
correct fatigue cracking of the outboard and auxiliary chords, which
could result in reduced structural integrity of the outboard chord
and consequent rapid decompression of the airplane.

Compliance

(f) Comply with this AD within the compliance times specified,
unless already done.

Restatement of Certain Requirements of AD 95-12-17 With Revised Service
Information: Repetitive Inspections and Repair or Replacement

(g) For Model 737-100 and -200 series airplanes on which the BS
727 frame upper outboard chord has been replaced in accordance with
Boeing Service Bulletin 737-53-1088: Prior to the accumulation of
30,000 total flight cycles since replacement of the upper outboard
chord, or within 4,500 flight cycles after August 18, 1995 (the
effective date of AD 95-12-17), whichever occurs later, perform
close visual, pulse echo shear wave (PESW), and high frequency eddy
current (HFEC) inspections to detect cracks in the outboard chord of
the frame at BS 727, in accordance with Part I of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1166, dated
June 30, 1994; Boeing Service Bulletin 737-53A1166, Revision 1,
dated May 25, 1995; or Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006; as applicable. As of the effective
date of this AD use only Revision 2 of this service bulletin.
(h) For Model 737-100 and -200 series airplanes on which the BS
727 frame upper outboard chord has been replaced in accordance with
Boeing Service Bulletin 737-53-1088: Repeat the inspections required
by paragraph (g) of this AD at the time specified in paragraphs
(h)(1), (h)(2), (h)(3), and (h)(4) of this AD, as applicable, until
the optional terminating action described in paragraph (l) of this
AD is accomplished.
(1) If, at the time of the most recent inspection required by
paragraph (g) or (h) of this AD, the airplane has accumulated 27,000
or more total flight cycles, but fewer than 50,000 total flight
cycles since the replacement of the outboard chord: Perform the next
inspection within 15,000 flight cycles. Repeat the inspection
thereafter at intervals not to exceed 15,000 flight cycles until the
airplane has accumulated 50,000 or more total flight cycles since
the replacement of the outboard chord. Do the inspections required
by paragraph (h)(2) of this AD at the time specified.
(2) If, at the time of the most recent inspection required by
paragraph (g) or (h) of this AD, the airplane has accumulated 50,000
or more total flight cycles, but fewer than 60,000 total flight
cycles, since the replacement of the outboard chord: Perform the
next inspection within 7,500 flight cycles. Repeat the inspection
thereafter at intervals not to exceed 7,500 flight cycles until the
airplane has accumulated 60,000 or more total flight cycles since
the replacement of the outboard chord. Do the inspections required
by paragraph (h)(3) of this AD at the time specified.
(3) If, at the time of the most recent inspection required by
paragraph (g) or (h) of this AD, the airplane has accumulated 60,000
or more total flight cycles, but fewer than 70,000 total flight
cycles, since the replacement of the outboard chord: Perform the
next inspection within 5,000 flight cycles. Repeat the inspection
thereafter at intervals not to exceed 5,000 flight cycles until the
airplane has accumulated 70,000 or more total flight cycles since
the replacement of the outboard chord. Do the inspections required
by paragraph (h)(4) of this AD at the time specified.
(4) If, at the time of the most recent inspection required by
paragraph (g) or (h) of this AD, the airplane has accumulated 70,000
or more total flight cycles since replacement of the outboard chord:
Perform the next inspection within 3,000 flight cycles. Repeat the
inspection thereafter at intervals not to exceed 3,000 flight
cycles.
(i) For Model 737-100 and -200 series airplanes on which the BS
727 frame outboard chord has not been replaced, or on which only the
lower outboard chord has been replaced in accordance with Boeing
Service Bulletin 737-53-1088: Perform close visual, PESW, and HFEC
inspections to detect cracks in the outboard chord of the frame at
BS 727, in accordance with Part I of the Accomplishment Instructions
of Boeing Alert Service Bulletin 737-53A1166, dated June 30, 1994;
Boeing Service Bulletin 737-53A1166, Revision 1, dated May 25, 1995;
or Boeing Alert Service Bulletin 737-53A1166, Revision 2, dated May
25, 2006; as applicable. As of the effective date of this AD, use
only Revision 2 of this service bulletin. Perform these inspections
initially at the time specified in paragraph (i)(1), (i)(2), (i)(3),
or (i)(4), as applicable. Repeat these inspections thereafter at the
intervals specified in paragraph (j) of this AD.
(1) For airplanes that have accumulated 27,000 or more total
flight cycles, but fewer than 50,000 total flight cycles, as of
August 18, 1995: Inspect prior within 4,500 flight cycles after
August 18, 1995.
(2) For airplanes that have accumulated 50,000 or more total
flight cycles, but fewer than 60,000 total flight cycles, as of
August 18, 1995: Inspect prior to the accumulation of 2,500 flight
cycles after August 18, 1995.
(3) For airplanes that have accumulated 60,000 or more total
flight cycles, but fewer than 70,000 total flight cycles as of
August 18, 1995: Inspect prior to the accumulation of 1,500 flight
cycles after August 18, 1995.
(4) For airplanes that have accumulated 70,000 or more total
flight cycles as of August 18, 1995: Inspect prior to the
accumulation of 500 flight cycles or within 90 days after August 18,
1995, whichever occurs first.
(j) Repeat the inspections required by paragraph (i) of this AD
at the time specified in paragraphs (j)(1), (j)(2), (j)(3), and
(j)(4) of this AD, as applicable, until the optional terminating
action described in paragraph (l) of this AD is accomplished:
(1) If, at the time of the most recent inspection required by
paragraph (i) or (j) of this AD, the airplane has accumulated 27,000
or more total flight cycles, but fewer than 50,000 total flight
cycles: Perform the next inspection within 15,000 flight cycles.
Repeat the inspection thereafter at intervals not to exceed 15,000
flight cycles until the airplane has accumulated 50,000 or more
total flight cycles. Do the inspections required by paragraph (j)(2)
of this AD at the time specified.
(2) If, at the time of the most recent inspection required by
paragraph (i) or (j) of this AD, the airplane had accumulated 50,000
or more total flight cycles, but fewer than 60,000 total flight
cycles: Perform the next inspection within 7,500 flight cycles.
Repeat the inspection thereafter at intervals not to exceed 7,500
flight cycles until the airplane has accumulated 60,000 or more
total flight cycles. Do the inspections required by paragraph (j)(3)
of this AD at the time specified.
(3) If, at the time of the most recent inspection required by
paragraph (i) or (j) of this AD, the airplane had accumulated 60,000
or more total flight cycles, but fewer than 70,000 total flight
cycles: Perform the next inspection within 5,000 flight cycles.
Repeat the inspection thereafter at intervals not to exceed 5,000
flight cycles until the airplane has accumulated 70,000 or more
total flight cycles. Do the inspections required by paragraph (j)(4)
of this AD at the time specified.
(4) If, at the time of the most recent inspection required by
paragraph (i) or (j) of this AD, the airplane had accumulated 70,000
or more total flight cycles: Perform the next inspection within
3,000 flight cycles. Repeat the inspection thereafter at intervals
not to exceed 3,000 flight cycles.
(k) If any crack is found in the outboard chord of the frame at
BS 727 during any inspection required by paragraphs (g) through (j)
of this AD, accomplish paragraph (k)(1) or (k)(2) of this AD, as
applicable, in accordance with Boeing Alert Service Bulletin 737-
53A1166, dated June 30, 1994; Boeing Service Bulletin 737-53A1166,
Revision 1, dated May 25, 1995; or Boeing Alert Service Bulletin
737-53A1166, Revision 2, dated May 25, 2006; as applicable. As of
the effective date of this AD, use only Revision 2 of this service
bulletin.
(1) For any crack that extends from the forward edge of the
chord or from the forward fastener hole, but that does not

[[Page 47526]]

extend past the second fastener hole, accomplish either paragraph
(l)(1)(i) or (l)(1)(ii) of this AD. Thereafter, perform initial and
repetitive inspections in accordance with paragraphs (g) and (h) of
this AD.
(i) Prior to further flight, install the time limited repair.
Within 4,500 flight cycles or within 18 months after accomplishing
the time-limited repair, whichever occurs first, replace the
outboard chord. Or
(ii) Prior to further flight, replace the outboard chord.

Note 1: Boeing Alert Service Bulletin 737-53A1166, dated June
30, 1994; Boeing Service Bulletin 737-53A1166, Revision 1, dated May
25, 1995; and Boeing Alert Service Bulletin 737-53A1166, Revision 2,
dated May 25, 2006; refer to Boeing Service Bulletin 737-53-1088 as
an additional source of guidance for procedures to replace the
chord.

(2) For any crack that extends from the forward edge of the
chord, or from the forward fastener hole, and that extends past the
second fastener hole, prior to further flight, replace the outboard
chord in accordance with Boeing Alert Service Bulletin 737-53A1166,
dated June 30, 1994; Boeing Service Bulletin 737-53A1166, Revision
1, dated May 25, 1995; or Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006; as applicable. As of the effective
date of this AD, use only Revision 2 of this service bulletin.
Thereafter, perform initial and repetitive inspections in accordance
with paragraphs (g) and (h) of this AD.

New Requirements of This AD: Repetitive Inspections/Repair or Replace
if Necessary

(l) For airplanes identified in table 5 of paragraph 1.E.,
``Compliance'' of Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006: Before the accumulation of 27,000
total flight cycles, or within 5,000 flight cycles after the
effective date of this AD, whichever occurs later, do internal
detailed and HFEC inspections to detect cracks in the auxiliary
chord radius of the frame at BS 727, in accordance with Part 1 of
the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1166, Revision 2, dated May 25, 2006. Repeat the inspections
thereafter at intervals not to exceed 15,000 flight cycles until the
optional terminating action described in paragraph (r) of this AD is
accomplished. If any crack is found, before further flight, repair
in accordance with the requirements in paragraph (p) of this AD.
(m) For airplanes identified in table 2 of paragraph 1.E.,
``Compliance'' of Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006: Do the applicable inspections
required by paragraph (m)(1) or (m)(2) of this AD at the time
specified, in accordance with Part 1 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1166, Revision
2, dated May 25, 2006. Except as required by paragraph (p) of this
AD, if any crack is found during any inspection required by
paragraph (m)(1) or (m)(2) of this AD, before further flight, repair
in accordance with Part 3 or Part 4 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1166, Revision
2, dated May 25, 2006, as applicable. Repeat the inspections until
the optional terminating action described in paragraph (r) of this
AD is accomplished.
(1) For airplanes on which the inspections specified in Boeing
Alert Service Bulletin 737-53A1166, dated June 30, 1994; or Boeing
Service Bulletin 737-53A1166, Revision 1, dated May 25, 1995; have
not been performed as of the effective date of this AD: Do the
inspections required by paragraphs (m)(1)(i) and (m)(1)(ii) of this
AD at the time specified.
(i) Before the accumulation of 27,000 total flight cycles, or
within 5,000 flight cycles after the effective date of this AD,
whichever occurs later: Do ultrasonic and surface HFEC inspections
to detect cracks in the forward flange of the outboard chord of the
frame at BS 727. Repeat the inspections thereafter at intervals not
to exceed 5,000 flight cycles.
(ii) Before the accumulation of 27,000 total flight cycles, or
within 10,000 flight cycles after the effective date of this AD,
whichever occurs later: Do an open hole eddy current inspection to
detect cracks in the forward flange of the outboard chord of the
frame at BS 727. Repeat the inspection thereafter at intervals not
to exceed 15,000 flight cycles.
(2) For airplanes on which the inspections specified in Boeing
Alert Service Bulletin 737-53A1166, dated June 30, 1994; or Boeing
Service Bulletin 737-53A1166, Revision 1, dated May 25, 1995; have
been performed as of the effective date of this AD: Repeat the
applicable inspection specified in paragraphs (m)(1)(i) and
(m)(1)(ii) of this AD thereafter at intervals not to exceed 5,000
flight cycles for the ultrasonic and surface HFEC inspections, and
at intervals not to exceed 15,000 flight cycles for the open hole
eddy current inspection.
(n) For airplanes identified in table 3 of paragraph 1.E.,
``Compliance'' of Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006: Do the applicable inspections
required by paragraph (n)(1) or (n)(2) of this AD at the time
specified, in accordance with Part 1 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1166, Revision
2, dated May 25, 2006. Except as required by paragraph (p) of this
AD, if any crack is found during any inspection required by
paragraphs (n)(1) or (n)(2) of this AD, before further flight,
repair in accordance with Part 3 or Part 4 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1166, Revision
2, dated May 25, 2006, as applicable. Repeat the inspections until
the optional terminating action described in paragraph (r) of this
AD is accomplished.
(1) For airplanes on which the inspections specified in Boeing
Alert Service Bulletin 737-53A1166, dated June 30, 1994; or Boeing
Service Bulletin 737-53A1166, Revision 1, dated May 25, 1995; have
not been done as of the effective date of this AD: Do the
inspections required by paragraphs (n)(1)(i) and (n)(1)(ii) of this
AD at the time specified.
(i) Before the accumulation of 27,000 total flight cycles, or
within 5,000 flight cycles after the effective date of this AD,
whichever occurs later: Do ultrasonic, low frequency eddy current,
and edge HFEC inspections to detect cracks in the forward flange of
the outboard chord of the frame at BS 727. Repeat the inspections
thereafter at intervals not to exceed 5,000 flight cycles.
(ii) Before the accumulation of 27,000 total flight cycles, or
within 10,000 flight cycles after the effective date of this AD,
whichever occurs later: Do an open hole eddy current inspection to
detect cracks in the forward flange of the outboard chord of the
frame at BS 727. Repeat the inspections thereafter at intervals not
to exceed 15,000 flight cycles.
(2) For airplanes on which the inspections specified in Boeing
Alert Service Bulletin 737-53A1166, dated June 30, 1994; or Boeing
Service Bulletin 737-53A1166, Revision 1, dated May 25, 1995; have
been done as of the effective date of this AD: Repeat the applicable
inspection specified in paragraphs (n)(1)(i) and (n)(1)(ii) of this
AD thereafter at intervals not to exceed 5,000 flight cycles for the
ultrasonic, low frequency eddy current, and edge HFEC inspections,
and at intervals not to exceed 15,000 flight cycles for the open
hole eddy current inspection.

Note 2: The detailed and eddy current inspections of the
outboard chord of S-18A specified in Boeing Alert Service Bulletin
737-53A1166, Revision 2, dated May 25, 2006, are not required by
this AD.

(o) For airplanes identified in table 4 of paragraph 1.E.,
``Compliance'' of Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006: Before the accumulation of 50,000 or
more total flight cycles, but fewer than or equal to 60,000 total
flight cycles, after accomplishing the modification of the outboard
chord of the frame at BS 727 at S-18A: Do a one-time follow-on open
hole eddy current inspection to detect cracks in the modified chord
in accordance with Part 8 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1166, Revision 2, dated May 25,
2006.
(p) If any crack is found during any inspection required by
paragraphs (l) through (o) of this AD, and the repairs specified in
Part 3 and Part 4 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1166, Revision 2, dated May 25, 2006, can
not be installed using the procedures identified in this service
bulletin: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (s) of this
AD.
(q) For any airplane on which a time-limited repair is installed
on the outboard chord of the frame at body station BS 727 in
accordance with Boeing Alert Service Bulletin 737-53A1166, dated
June 30, 1994; or Boeing Service Bulletin 737-53A1166, Revision 1,
dated May 25, 1995: Within 4,500 flight cycles after installation of
the repair, or within 6 months after the effective date of this AD,
whichever occurs later, replace the repair in accordance with Part 9
of the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1166, Revision 2, dated May 25, 2006.

Optional Terminating Action

(r) Accomplishment of the applicable action specified in
paragraph (r)(1) or (r)(2) of this AD, in accordance with Part 2 of
the Accomplishment Instructions of Boeing Alert

[[Page 47527]]

Service Bulletin 737-53A1166, dated June 30, 1994; Boeing Service
Bulletin 737-53A1166, Revision 1, dated May 25, 1995; or Part 6 of
the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1166, Revision 2, dated May 25, 2006; constitutes terminating
action for the inspections required by this AD.
(1) Installation of the preventative modification.
(2) Replacement of the cracked chord and installation of the
preventative modification.

Alternative Methods of Compliance (AMOCs)

(s)(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. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(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 approved for AD 95-12-17 are approved as AMOCs for the
corresponding provisions of this AD.
(5) For airplanes identified in tables 2, 3, and 5 of paragraph
1.E., ``Compliance'' of Boeing Alert Service Bulletin 737-53A1166,
Revision 2, dated May 25, 2006: The Manager, Seattle ACO, approves
the inspection methods, thresholds, and repetitive intervals therein
as an AMOC for the inspections of Structurally Significant Items
(SSIs) F-29A and F-29B required by paragraphs (g) and (h) of AD
2008-08-23, Amendment 39-15477 (Boeing 737-100/200/200C Supplemental
Structural Inspection Document (SSID) D6-37089, Revision E, dated
May 1, 2007), and paragraphs (g) and (h) of AD 2008-09-13, Amendment
39-15494 (Boeing 737-400/500/600 SSID D6-82669, dated May 1, 2007).
This approval applies only to SSIs F-29A and F-29B of the applicable
SSID and only for the portions of the BS 727 outer chord that have
been inspected or that have been repaired or modified in accordance
with Boeing Alert Service Bulletin 737-53A1166, Revision 2, dated
May 25, 2006. All provisions of ADs 2008-08-23 and 2008-09-13 that
are not specifically referenced in this paragraph remain fully
applicable and must be done. If operators request this AMOC, they
must revise their FAA-approved maintenance or inspection program to
incorporate the alternative inspections in this paragraph.

Related Information

(t) For more information about this AD, contact Alan Pohl,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; phone: (425)
917-6450; fax: (425) 917-6590; e-mail: alan.pohl@faa.gov.
(u) 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. You
may review copies of the referenced 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.

Issued in Renton, Washington, on July 26, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-19904 Filed 8-4-11; 8:45 am]
BILLING CODE 4910-13-P

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