Airworthiness Directives; The Boeing Company Airplanes, 61542-61548 [2012-24809]
Download as PDF
61542
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
rmajette on DSK2TPTVN1PROD with PROPOSALS
(C) Appendix 3, Revision 2, dated October
21, 2009.
(D) Appendix 4, Revision 1, dated October
20, 2009.
(E) Appendix 5, Revision 3, dated March
10, 2010.
(5) For Model FALCON 2000EX airplanes:
(i) Dassault Mandatory Service Bulletin
F2000EX–171, dated July 6, 2009, which
includes the following appendices.
(A) Appendix 1, dated July 6, 2009.
(B) Appendix 2, dated July 6, 2009.
(C) Appendix 3, dated July 6, 2009.
(D) Appendix 4, dated July 6, 2009.
(E) Appendix 5, dated July 6, 2009.
(ii) Dassault Mandatory Service Bulletin
F2000EX–171, Revision 1, dated October 22,
2009, which includes the following
appendices.
(A) Appendix 1, Revision 1, dated October
21, 2009.
(B) Appendix 2, Revision 2, dated October
21, 2009.
(C) Appendix 3, Revision 2, dated October
21, 2009.
(D) Appendix 4, Revision 1, dated October
20, 2009.
(E) Appendix 5, Revision 2, dated October
22, 2009.
(iii) Dassault Mandatory Service Bulletin
F2000EX–171, Revision 2, dated February 15,
2010, which includes the following
appendices.
(A) Appendix 1, Revision 2, dated
February 15, 2010.
(B) Appendix 2, Revision 3, dated February
15, 2009.
(C) Appendix 3, Revision 2, dated October
21, 2009.
(D) Appendix 4, Revision 1, dated October
20, 2009.
(E) Appendix 5, Revision 3, dated March
10, 2010.
(i) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, 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 International Branch, send it to ATTN:
Tom Rodriguez, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone (425) 227–1137; fax (425) 227–
1149. Information may be emailed 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
VerDate Mar<15>2010
15:15 Oct 09, 2012
Jkt 229001
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.
(j) Related Information
Refer to MCAI European Aviation Safety
Agency Airworthiness Directive 2011–0193,
dated October 5, 2011, and the service
information specified in paragraphs (g)(1)
through (g)(5) of this AD, for related
information.
Issued in Renton, Washington, on
September 26, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–24808 Filed 10–9–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–1068; Directorate
Identifier 2011–NM–073–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede two
existing airworthiness directives (AD)
that apply to certain The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes.
The existing AD, for certain Model 737–
100, –200, and –200C series airplanes
currently requires repetitive inspections
of the aft end of each inboard flap track
of the wing outboard flap, and
corrective actions, if necessary. The
existing AD, for certain Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes requires repetitive
inspections for cracks in the upper
flange of the inboard track at the rear
spar attachments of each outboard flap,
and corrective action, if necessary. That
AD also requires, for certain airplanes,
repetitive inspections for discrepancies
of the rear spar attachments and cracks
in the upper flange of the inboard track
at the rear spar attachment of each
outboard flap, and eventual rework of
the flap track assembly and rear spar
attachments, including replacement of
the flap track with a new track, if
necessary. Since we issued those ADs,
we have received reports that the work
sequence and procedures used during
track installation could also cause loose
SUMMARY:
PO 00000
Frm 00004
Fmt 4702
Sfmt 4702
or cracked tracks. This proposed AD
would require an inspection for damage
and stop-drill repairs along the flap
track; an inspection for damage,
cracking, and stop-drill repairs along the
track webs; and an inspection for
damage of the flap track web and
flanges, and corrective actions if
necessary. This proposed AD would
also require, for certain airplanes, an
inspection for signs of movement
between the tapered shim and anti-fret
strip, installation of the anti-fret strip,
and corrosion of the tapered shim and
anti-fret strip; an inspection for signs of
movement, cracks and corrosion where
the track is attached to the wing rear
spar; an inspection for cracking of the
outboard edge of the track; an
inspection for cracking of the inner edge
of the track; and related investigative
and corrective actions if necessary. This
proposed AD would also require
repetitive overhauls of the flap track and
repetitive post-overhaul inspections and
corrective actions if necessary; an
inspection to determine the part number
of the flap track assembly, and
replacement of affected parts if
necessary; and would also add airplanes
to the applicability. We are proposing
this AD to detect and correct cracking
and damage in the flap track, which
could cause loss of the outboard trailing
edge flap and consequent reduced
controllability of the airplane.
DATES: We must receive comments on
this proposed AD by November 26,
2012.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, 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 proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P. O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; 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, WA. For information on
E:\FR\FM\10OCP1.SGM
10OCP1
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
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:
Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA
98057–3356; phone: 425–917–6440; fax
425–917–6590; email:
nancy.marsh@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–2012–1068; Directorate Identifier
2011–NM–073–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.
rmajette on DSK2TPTVN1PROD with PROPOSALS
Discussion
On December 5, 2000, we issued AD
2000–25–07, Amendment 39–12041 (65
FR 78913, December 18, 2000), for
certain Model 737–100, –200, and
–200C series airplanes. That AD
requires repetitive inspections of the aft
end of each inboard flap track of the
wing outboard flap, and corrective
actions, if necessary. That AD resulted
from reports of cracking of the aft end
of an inboard flap track of the wing
outboard flap found on a Model 737–
200 series airplane having improved
flap tracks installed. The inner and
outer webs of the track, as well as the
VerDate Mar<15>2010
15:15 Oct 09, 2012
Jkt 229001
upper and lower flanges, were severed.
We issued that AD to detect and correct
damage of the aft end of each flap track,
which could result in loss of the
outboard trailing edge flap and
consequent loss of controllability of the
airplane.
On March 8, 2002, we issued AD
2002–05–07, Amendment 39–12675 (67
FR 11891, March 18, 2002), for certain
Model 737–100, –200, –200C, –300,
–400, and –500 series airplanes. That
AD requires, for certain airplanes,
repetitive inspections for discrepancies
of the rear spar attachments and cracks
in the upper flange of the inboard track
at the rear spar attachment of each
outboard flap, and eventual rework of
the flap track assembly and rear spar
attachments, including replacement of
the flap track with a new track, if
necessary. For certain airplanes, that AD
requires repetitive inspections for cracks
in the upper flange of the inboard flap
tracks at the rear spar attachments, and
corrective action, if necessary. That AD
resulted from several reports of cracking
of the inboard track of the outboard flap.
We issued that AD to detect and correct
discrepancies of the inboard tracks of
the outboard flaps, which could result
in loss of the outboard trailing edge
flaps and consequent reduced
controllability of the airplane.
Actions Since Existing ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891,
March 18, 2002); Were Issued
Since we issued ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891,
March 18, 2002); we have received
reports that the work sequence and
procedures used during track
installation could also cause loose
tracks, causing the track to move
laterally at the rear spar joint when full
torque is applied to the forward attach
bolt, putting a side load on the inboard
aft attach bolt. Because of friction
caused by tightening to the specified
torque value, the torque applied to the
bolt is not sufficient to hold the track
tight against the rear spar structure.
Continued operation with a cracked or
loose attachment at the rear spar could
cause the track to break, which could
result in the loss of the outboard trailing
edge flap and consequent loss of
controllability of the airplane.
Relevant Service Information
We reviewed Boeing Service Bulletin
737–57A1271, Revision 3, dated
February 13, 2012, for all Model 737–
100, –200, –200C, –300, –400, and –500
PO 00000
Frm 00005
Fmt 4702
Sfmt 4702
61543
series airplanes. This service
information describes procedures for a
detailed inspection for damage (cracks,
nicks, corrosion pits, galling, pieces
broken off) and stop-drill repairs along
the full length of the upper and lower
flanges of the flap track; a detailed
inspection for damage, cracking, and
stop-drill repairs along the full length of
the track webs; an eddy current
inspection for damage (including
cracking) of the flap track web and
flanges; and corrective actions if
necessary. Corrective actions include
repairing damage and replacing flap
tracks.
Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, also describes, for certain
airplanes, procedures for a detailed
inspection for signs of movement
between the tapered shim and anti-fret
strip installation of the anti-fret strip,
and corrosion of the tapered shim and
anti-fret strip; a detailed inspection for
signs of movement, cracks and corrosion
of the area where the track is attached
to the wing rear spar; an eddy current
inspection for cracking of the outboard
edge of the track adjacent to the
outboard attach bolt; an ultrasonic
inspection for cracking of the inner edge
of the track adjacent to the outboard
attach bolt; and related investigative and
corrective actions if necessary. The
related investigative actions (which
include disassembly of the flap track-towing attachment) include the following
inspections.
• A detailed inspection of the antifret strip for signs that show the strip is
loose or damaged and to determine if
the anti-fret strip is made of phenolic.
• A detailed inspection of the tapered
shim for damage and corrosion, and to
determine if the shim is made of
laminated material and the shim width
is less than 1.70 inches.
• A detailed inspection of the track in
the area where it is fitted against the
wing skin for corrosion on the surface
and corrosion in the bolt holes.
• A detailed inspection of the
bushing for corrosion.
• An eddy current inspection or
magnetic particle inspection for
cracking on the upper surface of the
track flange adjacent to the inboard and
outboard bolt holes.
• An eddy current inspection or
magnetic particle inspection of the
inboard and outboard bolt holes for
cracking.
The corrective actions include
installing a new anti-fret strip, tapered
shim, or bushing; removing or repairing
corrosion; and removing damage and
replacing the flap track.
E:\FR\FM\10OCP1.SGM
10OCP1
61544
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, also describes procedures for
repetitive overhauls of the flap track and
repetitive post-overhaul inspections and
corrective actions 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 these same
type designs.
Proposed AD Requirements
This proposed AD would retain all
requirements of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and all
requirements of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891,
March 18, 2002). This proposed AD
would require new inspections and
overhauls of the flap track assembly.
This proposed AD would also require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Differences Between the AD and the
Service Information.’’
Changes to Existing ADs 2000–25–07
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07
Amendment 39–12675 (67 FR 11891,
March 18, 2002)
Since ADs 2000–25–07 Amendment
39–12041 (65 FR 78913, December 18,
2000); and 2002–05–07 Amendment 39–
12675 (67 FR 11891, March 18, 2002);
were issued, the AD format has been
revised, and certain paragraphs have
been re-arranged. As a result, the
corresponding paragraph identifiers
have changed in this proposed AD, as
listed in the following table:
REVISED PARAGRAPH IDENTIFIERS
Requirement in
previous ADs 2000–25–07 Amendment 39–12041 (65 FR 78913, December 18, 2000); and 2002–05–07 Amendment
39–12675 (67 FR 11891, March 18, 2002)
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(a) of AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December 18, 2000) ...........................................
(b) of AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December 18, 2000) ...........................................
(a) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) ..................................................
(b) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) ..................................................
(c) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) ..................................................
(d) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) ..................................................
(e) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) ..................................................
The reference to ‘‘the service bulletin’’
in paragraph (e) of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891,
March 18, 2002) has been spelled out
with the full citation, ‘‘Boeing Service
Bulletin 737–57A1249, Revision 1,
including Appendix A, dated June 1,
2000,’’ in paragraph (o) of this proposed
AD. Boeing Commercial Airplanes has
received an Organization Designation
Authorization (ODA). We have revised
paragraphs (i) and (o) of this AD to
delegate the authority to approve an
alternative method of compliance for
any repair required by this proposed AD
to the Boeing Commercial Airplanes
ODA rather than a Designated
Engineering Representative (DER).
Note 2 of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000), has been changed
to paragraph (h) of this proposed AD.
Note 3 of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891,
March 18, 2002), has been changed to
paragraph (k) of this proposed AD
which provides credit for previous
accomplishment of certain actions.
We have also revised certain headings
throughout this AD.
Differences Between the Proposed AD
and the Service Information
Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, specifies procedures to inspect for
installation of an anti-fret strip but does
not specify on-condition actions if the
anti-fret strip is missing. If an anti-fret
strip is not found installed, this
proposed AD would require that the
related investigative actions specified
for anti-fret strips that have signs of
damage or corrosion are done, and
corrective actions if necessary,
including making and installing a new
anti-fret strip, are done in accordance
with paragraph 3.B.5 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision
3, dated February 13, 2012.
Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
Corresponding
requirement in this
proposed AD
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(g).
(i).
(j).
(l).
(m).
(n).
(o).
2012, specifies procedures to remove
certain flap track assemblies if found.
This proposed AD would require an
inspection to determine the part number
of the flap track assembly and
replacement of affected parts if
necessary.
Explanation of Change to Costs of
Compliance
Since issuance of AD 2002–05–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000), we have increased
the labor rate used in the Costs of
Compliance from $60 per work-hour to
$85 per work-hour. The Costs of
Compliance information, below, reflects
this increase in the specified hourly
labor rate.
Costs of Compliance
We estimate that this proposed AD
affects 570 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
rmajette on DSK2TPTVN1PROD with PROPOSALS
ESTIMATED COSTS
Action
Detailed visual inspection [retained actions
from existing AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December
18, 2000)].
VerDate Mar<15>2010
15:15 Oct 09, 2012
Parts
cost
Labor cost
Jkt 229001
6 work-hours × $85
per hour = $510.
PO 00000
Frm 00006
Fmt 4702
Number of
airplanes
Cost per product
$0
Sfmt 4702
$510 ..........................
E:\FR\FM\10OCP1.SGM
10OCP1
290
Cost on U.S.
operators
$147,900.
61545
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
ESTIMATED COSTS—Continued
Action
Detailed visual, HFEC, and ultrasonic inspections [retained actions from existing
AD 2002–05–07, Amendment 39-12675
(67 FR 11891, March 18, 2002)].
Detailed and eddy current inspections [new
proposed actions].
Overhaul [new proposed action] ...................
We have received no definitive data
that would enable us to provide cost
estimates for labor cost for repair, and
parts cost for repair and replacement for
the on-condition actions specified in
this proposed AD. The labor cost of the
replacement is $1,360 (16 work-hours ×
$85 per hour). We have no way of
determining the number of aircraft that
might need these repairs/replacements.
rmajette on DSK2TPTVN1PROD with PROPOSALS
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
VerDate Mar<15>2010
15:15 Oct 09, 2012
Parts
cost
Labor cost
Jkt 229001
Number of
airplanes
Cost per product
Cost on U.S.
operators
4 work-hours × $85
per hour = $340.
$0
$340 ..........................
1,100
82 work-hours × $85
per hour = $6,970
per inspection cycle.
70 work-hours × $85
per hour = 5,950
per overhaul cycle.
$0
$6,970 per inspection
cycle.
570
$3,972,900 per inspection cycle.
$20,000
$25,950 per overhaul
cycle.
570
$14,791,500 per
overhaul cycle.
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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing airworthiness directives (AD)
2000–25–07, Amendment 39–12041 (65
FR 78913, December 18, 2000); and
2002–05–07, Amendment 39–12675 (67
FR 11891, March 18, 2002); and adding
the following new AD:
The Boeing Company: Docket No. FAA–
2012–1068; Directorate Identifier 2011–
NM–073–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by November 26, 2012.
(b) Affected ADs
This AD supersedes ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002).
(c) Applicability
This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
PO 00000
Frm 00007
Fmt 4702
Sfmt 4702
$374,000.
–300, –400, and –500 series airplanes,
certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports that the
work sequence and procedures used during
installation of replacement tracks installed in
accordance with AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); or AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002); could cause loose or cracked
tracks. We are issuing this AD to detect and
correct cracking and damage in the flap track,
which could cause loss of the outboard
trailing edge flap and consequent reduced
controllability of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Repetitive Inspections
This paragraph restates the inspection
required by paragraph (a) of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000), with added references to
a terminating action. For Model 737–100,
–200, and –200C series airplanes on which
the left- or right-hand inboard flap tracks of
the wing outboard flap have a part number
(P/N) listed in Table 1 of this AD: Do a
detailed visual inspection to detect damage
(corrosion, cracking) of the aft end of the leftand right-hand inboard flap tracks of the
wing outboard flap, per Boeing All Operator
Message (AOM) M–7200–00–01854, dated
July 27, 2000, at the latest of the times
specified in paragraphs (g)(1), (g)(2), and
(g)(3) of this AD. Repeat the inspection
thereafter at intervals not to exceed 1,200
flight cycles. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
TABLE 1—BOEING FLAP TRACKS
SUBJECT TO THIS AD
Name
Boeing .............................
E:\FR\FM\10OCP1.SGM
10OCP1
Part No.
65–46428–9
65–46428–15
61546
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
TABLE 1—BOEING FLAP TRACKS
SUBJECT TO THIS AD—Continued
Name
Part No.
65–46428–17
65–46428–19
65–46428–21
65–46428–23
65–46428–25
65–46428–27
65–46428–33
65–46428–35
(1) Within 30 days after January 2, 2001
(the effective date of AD 2000–25–07
Amendment 39–12041 (65 FR 78913,
December 18, 2000)).
(2) Within 1,200 flight cycles after the last
documented inspection or overhaul of the aft
end of each flap track.
(3) Before the accumulation of 15,000 total
flight cycles.
(h) Retained Definition
This paragraph restates the definition
specified by Note 2 of AD 2000–25–07
Amendment 39–12041 (65 FR 78913,
December 18, 2000). For the purposes of this
AD, a detailed visual inspection is defined
as: ‘‘An intensive visual examination of a
specific structural area, system, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate
by the inspector. Inspection aids such as a
mirror, magnifying lenses, etc., may be used.
Surface cleaning and elaborate access
procedures may be required.’’
rmajette on DSK2TPTVN1PROD with PROPOSALS
(i) Retained Corrective Actions
This paragraph restates the corrective
actions required by paragraph (b) of AD
2000–25–07, Amendment 39–12041 (65 FR
78913, December 18, 2000), with added
reference to organization designation
authorization (ODA). If any damage
(corrosion, cracking) is detected during any
inspection required by paragraph (g) of this
AD, before further flight, repair or rework the
flap track per the ‘‘Repair and Rework
Instructions’’ specified in Boeing AOM M–
7200–00–01854, dated July 27, 2000. Where
that AOM specifies that the manufacturer
may be contacted for disposition of certain
corrective actions (i.e., repair and/or rework
of the flaps), this AD requires such repair
and/or rework to be done per a method
approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or per data
meeting the type certification basis of the
airplane approved by a Boeing Company
designated engineering representative (DER)
or the Boeing Commercial Airplanes ODA
who has been authorized by the Manager,
Seattle ACO, to make such findings. For a
repair method to be approved by the ODA,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD. For a repair
method to be approved by the Manager,
Seattle ACO, as required by this paragraph,
the Manager’s approval letter must
specifically reference this AD.
VerDate Mar<15>2010
15:15 Oct 09, 2012
Jkt 229001
(j) Retained Initial Inspections
This paragraph restates the initial
inspection required by paragraph (a) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002), with added
references to terminating action. For Model
737–100, –200, and –200C series airplanes
with line numbers (L/N) 1 through 869
inclusive, and those airplanes with L/Ns 870
through 1585 inclusive, which either still
have their original flap tracks or which have
had the original flap tracks replaced with
certain tracks as specified in Boeing Service
Bulletin 737–57A1249, Revision 1, including
Appendix A, dated June 1, 2000; except
airplanes on which any replacement flap
tracks were installed as specified in Boeing
Service Bulletin 737–57–1203, dated
November 15, 1990, or production
equivalent: Within 6 months after April 22,
2002 (the effective date of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002)), accomplish the requirements of
paragraphs (j)(1) and (j)(2) of this AD,
according to Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) Perform a detailed visual inspection for
discrepancies (e.g., corrosion, or missing,
damaged, or migrated anti-fret strips and
tapered shims) of the rear spar attachments
of the flap tracks.
(2) Perform detailed visual, high frequency
eddy current (HFEC), and ultrasonic
inspections for cracking in the upper flange
of the inboard track of each outboard flap at
the rear spar attachments.
(k) Retained Credit for Previous Actions
This paragraph restates the credit for
certain previously accomplished actions
specified by Note 3 of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). This paragraph provides credit for
the actions specified in paragraphs (j), (l),
(m), and (n) of this AD, if those actions were
performed before the effective date of this AD
using Boeing Alert Service Bulletin 737–
57A1249, including Appendix A, dated
December 16, 1999.
(l) Retained Repetitive Inspections
This paragraph restates the repetitive
inspections required by paragraph (b) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002). For airplanes subject
to the requirements of paragraph (j) of this
AD: If no discrepancy is found during any
inspection required by paragraph (j) of this
AD, thereafter, repeat the inspections
specified in paragraph (j) of this AD at
intervals not to exceed 9 months, until the
actions required by paragraph (m) or (p) of
this AD have been accomplished.
(m) Retained Rework
This paragraph restates the rework
required by paragraph (c) of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). For airplanes subject to the
requirements of paragraph (j) of this AD: At
the applicable time specified in paragraph
(m)(1) or (m)(2) of this AD, accomplish
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
rework of the flap track assembly and aft flap
track attachments (including removal of the
flap track; a detailed visual inspection for a
missing, damaged, or migrated anti-fret strip
and tapered shim of the rear spar attachments
of the flap track; replacement of the anti-fret
strip with a new aluminum anti-fret strip (or
installation of an aluminum strip if no strip
is installed), as applicable; replacement of
the tapered shim with a new shim (or
installation of a shim if no shim is installed);
eddy current and ultrasonic inspections for
fatigue cracking of the flap tracks; a detailed
visual inspection for corrosion of the flap
tracks; and rework of attachment holes),
including replacement of the flap tracks, as
applicable, by accomplishing all actions
specified in Part II of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Do these actions
according to the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000, except as provided by
paragraph (o) of this AD. Accomplishment of
the actions required by this paragraph
terminates the repetitive inspections required
by paragraph (l) of this AD. Accomplishing
the requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) If no discrepancy is found during any
inspection required by paragraph (j) or (l) of
this AD: Do the rework within 24 months
after April 22, 2002 (the effective date of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002).
(2) If any discrepancy is found during any
inspection required by paragraph (j) or (l) of
this AD: Do the rework prior to further flight.
(n) Retained Repetitive Inspections
This paragraph restates the repetitive
inspections required by paragraph (d) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002). For Model 737–100,
–200, –200C, –300, –400, and –500 series
airplanes, except airplanes on which any
replacement flap tracks were installed as
specified in Boeing Service Bulletin 737–57–
1203, dated November 15, 1990, or
production equivalent: At the applicable time
specified in paragraph (n)(1) or (n)(2) of this
AD, and thereafter at least every 24 months,
perform detailed visual, HFEC, and
ultrasonic inspections for cracking in the
upper flange of the inboard track of each
outboard flap at the rear spar attachments,
according to Part I of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) For airplanes subject to paragraph (m)
of this AD, do the inspections within 10
years after accomplishment of the rework
according to paragraph (m) of this AD.
(2) For airplanes other than those
identified in paragraph (n)(1) of this AD, do
the inspections within 10 years since the
airplane’s date of manufacture, or within 6
months after April 22, 2002 (the effective
date of AD 2002–05–07, Amendment 39–
E:\FR\FM\10OCP1.SGM
10OCP1
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
12675 (67 FR 11891, March 18, 2002),
whichever occurs later.
(o) Retained Repair Instructions and
Exception to Procedures in Service
Information
This paragraph restates the repair
instructions and exception to procedures
required by paragraph (e) of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). If any discrepancy is found during
any action required by paragraph (j), (l), or
(m) of this AD, and Boeing Service Bulletin
737–57A1249, Revision 1, including
Appendix A, dated June 1, 2000, specifies to
contact Boeing for appropriate action; or if
any discrepancy is found during inspections
according to paragraph (n) of this AD: Prior
to further flight, repair according to a method
approved by the Manager, Seattle ACO, FAA;
or according to data meeting the type
certification basis of the airplane approved
by a Boeing Company DER or ODA who has
been authorized by the Manager, Seattle
ACO, to make such findings. For a repair
method to be approved by the ODA, the
repair must meet the certification basis of the
airplane, and the approval must specifically
refer to this AD. For a repair method to be
approved by the Manager, Seattle ACO, as
required by this paragraph, the approval
letter must specifically reference this AD.
rmajette on DSK2TPTVN1PROD with PROPOSALS
(p) New Inspection of Flap Track Web and
Flanges
For all airplanes: At the times specified in
paragraph (q) of this AD: Do the inspections
specified in paragraphs (p)(1), (p)(2), (p)(3),
and (p)(4) of this AD, and do all applicable
corrective actions, in accordance with
paragraph 3.B.3. of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, except as required by paragraphs (r)
and (v) of this AD. Performing these
inspections terminates the requirements of
paragraphs (g), (j) and (n) of this AD. Do all
applicable corrective actions before further
flight.
(1) Detailed inspection for damage (cracks,
nicks, corrosion pits, galling, pieces broken
off) and stop-drill repairs along the full
length of the upper and lower flanges of the
flap track.
(2) Detailed inspection for damage,
cracking, and stop-drill repairs along the full
length of the track webs.
(3) Eddy current inspection for damage
(including cracking) of the flap track web and
flanges.
(4) Inspection to determine the part
number of the flap track assembly.
(q) New Compliance Time
At the latest of the applicable times
specified in paragraphs (q)(1), (q)(2), and
(q)(3) of this AD, do the actions required by
paragraph (p) of this AD.
(1) Within 96 months since the flap track
was new or overhauled, or prior to the
accumulation of 15,000 flight cycles on the
flap track since new or overhauled;
whichever occurs first.
(2) Within 180 days after the effective date
of this AD.
(3) Within 24 months after the most recent
inspection was performed in accordance with
VerDate Mar<15>2010
15:15 Oct 09, 2012
Jkt 229001
Part 1 of the Accomplishment Instructions of
Boeing Service Bulletin 737–57A1249,
including Appendix A, dated December 16,
1999; or Revision 1, including appendix A,
dated June 1, 2000.
(r) Replacement
If, during any inspection required by
paragraph (p) of this AD, any flap track
assembly having P/N 65–46428–31 or 65–
46428–33 is found, before further flight,
replace the flap track assembly with a new
or serviceable flap track assembly, in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, except as required by paragraph (v) of
this AD.
(s) New Inspections of Flap-to-Wing
Attachment if Repairs Are Done or if No
Damage Is Found in Flap Track Web and
Flanges
For airplanes on which no damage is found
in the flanges or the Web during any
inspection required by paragraph (p) of this
AD; and for airplanes on which a repair is
done during any corrective action required
by (p) of this AD; before further flight, do the
inspections specified in paragraphs (s)(1)
through (s)(4) of this AD, and do all
applicable related investigative and
corrective actions, in accordance with
paragraphs 3.B.4 and 3.B.5 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. If, during the
inspection required by paragraph (s)(1) of
this AD, an anti-fret strip is not found
installed, before further flight, do the related
investigative actions specified in Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, for an anti-fret strip
that has signs of damage or corrosion and do
all applicable corrective actions, including
making and installing a new anti-fret strip, in
accordance with paragraph 3.B.5 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. Do all applicable
related investigative and corrective actions
before further flight.
(1) Detailed inspection for signs of
movement between the tapered shim and
anti-fret strip, installation of the anti-fret
strip, and corrosion of the tapered shim and
anti-fret strip.
(2) Detailed inspection for signs of
movement, cracks and corrosion of the area
where the track is attached to the wing rear
spar.
(3) High frequency eddy current inspection
for cracking of the outboard edge of the track
adjacent to the outboard attach bolt.
(4) Ultrasonic inspection for cracking of the
inner edge of the track adjacent to the
outboard attach bolt.
(t) New Overhaul
Within 10,000 flight cycles on the flap
track or 48 months, whichever occurs first
after accomplishing the inspection required
by paragraph (p) of this AD: Do an overhaul
of the flap track, in accordance with the
Accomplishment Instructions of Boeing
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
61547
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. Repeat the
overhaul thereafter at intervals not to exceed
20,000 flight cycles on the flap track or 96
months, whichever occurs first.
(u) New Post Overhaul Inspections
For airplanes on which any overhaul
required by paragraph (t) of this AD is done:
Do the inspections specified in paragraph (p)
of this AD within 10,000 flight cycles on the
flap track or 48 months after the most recent
overhaul, whichever occurs first. Repeat the
inspections specified in paragraph (p) of this
AD thereafter at intervals not to exceed
10,000 flight cycles on the flap track or 48
months, whichever occurs first; except if an
overhaul required by paragraph (t) of this AD
is done, do the next inspection within 10,000
flight cycles or 48 months, whichever occurs
first, after the overhaul.
(v) Service Information Exception
Where Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, specifies to contact Boeing for
appropriate action: Before further flight,
repair using a method approved in
accordance with the procedures specified in
paragraph (y) of this AD.
(w) New Parts Installation Prohibition
As of the effective date of this AD, no
person may install a flap track assembly, P/
N 65–46428–31 or 65–46428–33, on any
airplane.
(x) Credit for Previous Actions
This paragraph provides credit for the
actions specified in paragraphs (p) through (t)
of this AD, if those actions were performed
before the effective date of this AD, using the
service bulletins specified in paragraph
(x)(1), (x)(2), or (x)(3) of this AD.
(1) Boeing Alert Service Bulletin 737–
57A1271, dated September 11, 2003, which
is not incorporated by reference.
(2) Boeing Service Bulletin 737–57A1217,
Revision 1, dated July 30, 2008, which is not
incorporated by reference.
(3) Boeing Service Bulletin 737–51A1217,
Revision 2, dated January 17, 2011, which is
not incorporated by reference.
(y) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle 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 emailed 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
E:\FR\FM\10OCP1.SGM
10OCP1
61548
Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules
Boeing Commercial Airplanes 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 previously in
accordance with ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002); are approved as AMOCs for the
corresponding requirements of this AD.
(z) Related Information
(1) For more information about this AD,
contact Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6440; fax: 425–917–6590;
email: nancy.marsh@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
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,
WA. For information on the availability of
this material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on
September 27, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–24809 Filed 10–9–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–1041; Directorate
Identifier 2011–NM–272–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 727
airplanes; Model 737–100, –200, and
–200C series airplanes; and Model 747–
100, –100B, –100B SUD, –200B, –200C,
–200F, –300, –400, –400D, –400F,
747SR, and 747SP series airplanes. This
proposed AD was prompted by a report
of an activation of the control column
shaker during takeoff. This proposed AD
would require performing a general
rmajette on DSK2TPTVN1PROD with PROPOSALS
SUMMARY:
VerDate Mar<15>2010
15:15 Oct 09, 2012
Jkt 229001
visual inspection to determine if a
certain angle of attack (AOA) sensor
with a paddle type vane is installed,
and, for affected sensors, performing an
operational test of the stall warning
system, and replacing the AOA sensor
with a new sensor if necessary. We are
proposing this AD to prevent erroneous
activation of the control column shaker
during takeoff, which could result in
runway overrun, failure to clear terrain
or obstacles after takeoff, or reduced
controllability of the airplane.
DATES: We must receive comments on
this proposed AD by November 26,
2012.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, 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 proposed 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; 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: Ray
Mei, Aerospace Engineer, Systems and
Equipment Branch, ANM–130S, Seattle
Aircraft Certification Office, FAA, 1601
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
Lind Avenue SW., Renton, WA 98057–
3356; phone: 425–917–6467; fax: 425–
917–6590; email: raymont.mei@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2012–1041; Directorate Identifier 2011–
NM–272–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
We have received a report of an
erroneous activation of the control
column shaker during takeoff of a Model
747–400 airplane. The control column
shaker activation continued while the
airplane was in flight, and engineindicating and crew-alerting system
(EICAS) messages ALT DISAGREE and
IAS DISAGREE displayed. The
flightcrew used the alternate air data
computer (left ADC) and the altitude
and airspeed indications cancelled.
After landing, the right ADC was
replaced. On the subsequent flight the
control column shaker operated again at
takeoff and the flightcrew had to do a
rejected takeoff (RTO). Troubleshooting
steps found that the right AOA sensor
was unserviceable. Inspection of the
AOA sensors showed that the set screw
connected to the synchro transmitter
was not correctly attached to the AOA
sensor shaft. Certain Model 727 and 737
airplanes also use Conrac/Ametek/
Gulton AOA sensors that are equivalent
in design and construction to the
defective AOA sensor on the Model
747–400 airplane. This condition, if not
corrected, could result in runway
overrun, failure to clear terrain or
obstacles after takeoff, or reduced
controllability of the airplane.
Relevant Service Information
We reviewed the following service
information:
• Boeing Special Attention Service
Bulletin 727–34–0245, dated June 4,
2008 (for Model airplanes);
E:\FR\FM\10OCP1.SGM
10OCP1
Agencies
[Federal Register Volume 77, Number 196 (Wednesday, October 10, 2012)]
[Proposed Rules]
[Pages 61542-61548]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-24809]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-1068; Directorate Identifier 2011-NM-073-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede two existing airworthiness directives
(AD) that apply to certain The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes. The existing AD, for
certain Model 737-100, -200, and -200C series airplanes currently
requires repetitive inspections of the aft end of each inboard flap
track of the wing outboard flap, and corrective actions, if necessary.
The existing AD, for certain Model 737-100, -200, -200C, -300, -400,
and -500 series airplanes requires repetitive inspections for cracks in
the upper flange of the inboard track at the rear spar attachments of
each outboard flap, and corrective action, if necessary. That AD also
requires, for certain airplanes, repetitive inspections for
discrepancies of the rear spar attachments and cracks in the upper
flange of the inboard track at the rear spar attachment of each
outboard flap, and eventual rework of the flap track assembly and rear
spar attachments, including replacement of the flap track with a new
track, if necessary. Since we issued those ADs, we have received
reports that the work sequence and procedures used during track
installation could also cause loose or cracked tracks. This proposed AD
would require an inspection for damage and stop-drill repairs along the
flap track; an inspection for damage, cracking, and stop-drill repairs
along the track webs; and an inspection for damage of the flap track
web and flanges, and corrective actions if necessary. This proposed AD
would also require, for certain airplanes, an inspection for signs of
movement between the tapered shim and anti-fret strip, installation of
the anti-fret strip, and corrosion of the tapered shim and anti-fret
strip; an inspection for signs of movement, cracks and corrosion where
the track is attached to the wing rear spar; an inspection for cracking
of the outboard edge of the track; an inspection for cracking of the
inner edge of the track; and related investigative and corrective
actions if necessary. This proposed AD would also require repetitive
overhauls of the flap track and repetitive post-overhaul inspections
and corrective actions if necessary; an inspection to determine the
part number of the flap track assembly, and replacement of affected
parts if necessary; and would also add airplanes to the applicability.
We are proposing this AD to detect and correct cracking and damage in
the flap track, which could cause loss of the outboard trailing edge
flap and consequent reduced controllability of the airplane.
DATES: We must receive comments on this proposed AD by November 26,
2012.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, 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 proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management, P.
O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000,
extension 1; fax 206-766-5680; 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, WA. For
information on
[[Page 61543]]
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: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6440; fax
425-917-6590; email: nancy.marsh@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-2012-1068;
Directorate Identifier 2011-NM-073-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 December 5, 2000, we issued AD 2000-25-07, Amendment 39-12041
(65 FR 78913, December 18, 2000), for certain Model 737-100, -200, and
-200C series airplanes. That AD requires repetitive inspections of the
aft end of each inboard flap track of the wing outboard flap, and
corrective actions, if necessary. That AD resulted from reports of
cracking of the aft end of an inboard flap track of the wing outboard
flap found on a Model 737-200 series airplane having improved flap
tracks installed. The inner and outer webs of the track, as well as the
upper and lower flanges, were severed. We issued that AD to detect and
correct damage of the aft end of each flap track, which could result in
loss of the outboard trailing edge flap and consequent loss of
controllability of the airplane.
On March 8, 2002, we issued AD 2002-05-07, Amendment 39-12675 (67
FR 11891, March 18, 2002), for certain Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes. That AD requires, for certain
airplanes, repetitive inspections for discrepancies of the rear spar
attachments and cracks in the upper flange of the inboard track at the
rear spar attachment of each outboard flap, and eventual rework of the
flap track assembly and rear spar attachments, including replacement of
the flap track with a new track, if necessary. For certain airplanes,
that AD requires repetitive inspections for cracks in the upper flange
of the inboard flap tracks at the rear spar attachments, and corrective
action, if necessary. That AD resulted from several reports of cracking
of the inboard track of the outboard flap. We issued that AD to detect
and correct discrepancies of the inboard tracks of the outboard flaps,
which could result in loss of the outboard trailing edge flaps and
consequent reduced controllability of the airplane.
Actions Since Existing ADs 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); and 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002); Were Issued
Since we issued ADs 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); and 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002); we have received reports that the work sequence and
procedures used during track installation could also cause loose
tracks, causing the track to move laterally at the rear spar joint when
full torque is applied to the forward attach bolt, putting a side load
on the inboard aft attach bolt. Because of friction caused by
tightening to the specified torque value, the torque applied to the
bolt is not sufficient to hold the track tight against the rear spar
structure. Continued operation with a cracked or loose attachment at
the rear spar could cause the track to break, which could result in the
loss of the outboard trailing edge flap and consequent loss of
controllability of the airplane.
Relevant Service Information
We reviewed Boeing Service Bulletin 737-57A1271, Revision 3, dated
February 13, 2012, for all Model 737-100, -200, -200C, -300, -400, and
-500 series airplanes. This service information describes procedures
for a detailed inspection for damage (cracks, nicks, corrosion pits,
galling, pieces broken off) and stop-drill repairs along the full
length of the upper and lower flanges of the flap track; a detailed
inspection for damage, cracking, and stop-drill repairs along the full
length of the track webs; an eddy current inspection for damage
(including cracking) of the flap track web and flanges; and corrective
actions if necessary. Corrective actions include repairing damage and
replacing flap tracks.
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012, also describes, for certain airplanes, procedures for a detailed
inspection for signs of movement between the tapered shim and anti-fret
strip installation of the anti-fret strip, and corrosion of the tapered
shim and anti-fret strip; a detailed inspection for signs of movement,
cracks and corrosion of the area where the track is attached to the
wing rear spar; an eddy current inspection for cracking of the outboard
edge of the track adjacent to the outboard attach bolt; an ultrasonic
inspection for cracking of the inner edge of the track adjacent to the
outboard attach bolt; and related investigative and corrective actions
if necessary. The related investigative actions (which include
disassembly of the flap track-to-wing attachment) include the following
inspections.
A detailed inspection of the anti-fret strip for signs
that show the strip is loose or damaged and to determine if the anti-
fret strip is made of phenolic.
A detailed inspection of the tapered shim for damage and
corrosion, and to determine if the shim is made of laminated material
and the shim width is less than 1.70 inches.
A detailed inspection of the track in the area where it is
fitted against the wing skin for corrosion on the surface and corrosion
in the bolt holes.
A detailed inspection of the bushing for corrosion.
An eddy current inspection or magnetic particle inspection
for cracking on the upper surface of the track flange adjacent to the
inboard and outboard bolt holes.
An eddy current inspection or magnetic particle inspection
of the inboard and outboard bolt holes for cracking.
The corrective actions include installing a new anti-fret strip,
tapered shim, or bushing; removing or repairing corrosion; and removing
damage and replacing the flap track.
[[Page 61544]]
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012, also describes procedures for repetitive overhauls of the flap
track and repetitive post-overhaul inspections and corrective actions
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 these same type
designs.
Proposed AD Requirements
This proposed AD would retain all requirements of AD 2000-25-07,
Amendment 39-12041 (65 FR 78913, December 18, 2000); and all
requirements of AD 2002-05-07, Amendment 39-12675 (67 FR 11891, March
18, 2002). This proposed AD would require new inspections and overhauls
of the flap track assembly. This proposed AD would also require
accomplishing the actions specified in the service information
described previously, except as discussed under ``Differences Between
the AD and the Service Information.''
Changes to Existing ADs 2000-25-07 Amendment 39-12041 (65 FR 78913,
December 18, 2000); and 2002-05-07 Amendment 39-12675 (67 FR 11891,
March 18, 2002)
Since ADs 2000-25-07 Amendment 39-12041 (65 FR 78913, December 18,
2000); and 2002-05-07 Amendment 39-12675 (67 FR 11891, March 18, 2002);
were issued, the AD format has been revised, and certain paragraphs
have been re-arranged. As a result, the corresponding paragraph
identifiers have changed in this proposed AD, as listed in the
following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Requirement in previous ADs 2000-25-07
Amendment 39-12041 (65 FR 78913, December Corresponding requirement
18, 2000); and 2002-05-07 Amendment 39- in this proposed AD
12675 (67 FR 11891, March 18, 2002)
------------------------------------------------------------------------
paragraph (a) of AD 2000-25-07, Amendment paragraph (g).
39-12041 (65 FR 78913, December 18, 2000).
paragraph (b) of AD 2000-25-07, Amendment paragraph (i).
39-12041 (65 FR 78913, December 18, 2000).
paragraph (a) of AD 2002-05-07, Amendment paragraph (j).
39-12675 (67 FR 11891, March 18, 2002).
paragraph (b) of AD 2002-05-07, Amendment paragraph (l).
39-12675 (67 FR 11891, March 18, 2002).
paragraph (c) of AD 2002-05-07, Amendment paragraph (m).
39-12675 (67 FR 11891, March 18, 2002).
paragraph (d) of AD 2002-05-07, Amendment paragraph (n).
39-12675 (67 FR 11891, March 18, 2002).
paragraph (e) of AD 2002-05-07, Amendment paragraph (o).
39-12675 (67 FR 11891, March 18, 2002).
------------------------------------------------------------------------
The reference to ``the service bulletin'' in paragraph (e) of AD
2002-05-07, Amendment 39-12675 (67 FR 11891, March 18, 2002) has been
spelled out with the full citation, ``Boeing Service Bulletin 737-
57A1249, Revision 1, including Appendix A, dated June 1, 2000,'' in
paragraph (o) of this proposed AD. Boeing Commercial Airplanes has
received an Organization Designation Authorization (ODA). We have
revised paragraphs (i) and (o) of this AD to delegate the authority to
approve an alternative method of compliance for any repair required by
this proposed AD to the Boeing Commercial Airplanes ODA rather than a
Designated Engineering Representative (DER).
Note 2 of AD 2000-25-07, Amendment 39-12041 (65 FR 78913, December
18, 2000), has been changed to paragraph (h) of this proposed AD.
Note 3 of AD 2002-05-07, Amendment 39-12675 (67 FR 11891, March 18,
2002), has been changed to paragraph (k) of this proposed AD which
provides credit for previous accomplishment of certain actions.
We have also revised certain headings throughout this AD.
Differences Between the Proposed AD and the Service Information
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012, specifies procedures to inspect for installation of an anti-fret
strip but does not specify on-condition actions if the anti-fret strip
is missing. If an anti-fret strip is not found installed, this proposed
AD would require that the related investigative actions specified for
anti-fret strips that have signs of damage or corrosion are done, and
corrective actions if necessary, including making and installing a new
anti-fret strip, are done in accordance with paragraph 3.B.5 of the
Accomplishment Instructions of Boeing Service Bulletin 737-57A1271,
Revision 3, dated February 13, 2012.
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012, specifies procedures to remove certain flap track assemblies if
found. This proposed AD would require an inspection to determine the
part number of the flap track assembly and replacement of affected
parts if necessary.
Explanation of Change to Costs of Compliance
Since issuance of AD 2002-05-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000), we have increased the labor rate used in the Costs
of Compliance from $60 per work-hour to $85 per work-hour. The Costs of
Compliance information, below, reflects this increase in the specified
hourly labor rate.
Costs of Compliance
We estimate that this proposed AD affects 570 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Parts Number of Cost on U.S.
Action Labor cost cost Cost per product airplanes operators
----------------------------------------------------------------------------------------------------------------
Detailed visual inspection 6 work-hours x $0 $510............. 290 $147,900.
[retained actions from $85 per hour =
existing AD 2000-25-07, $510.
Amendment 39-12041 (65 FR
78913, December 18, 2000)].
[[Page 61545]]
Detailed visual, HFEC, and 4 work-hours x $0 $340............. 1,100 $374,000.
ultrasonic inspections $85 per hour =
[retained actions from $340.
existing AD 2002-05-07,
Amendment 39[dash]12675 (67 FR
11891, March 18, 2002)].
Detailed and eddy current 82 work-hours x $0 $6,970 per 570 $3,972,900 per
inspections [new proposed $85 per hour = inspection cycle. inspection
actions]. $6,970 per cycle.
inspection cycle.
Overhaul [new proposed action]. 70 work-hours x $20,000 $25,950 per 570 $14,791,500 per
$85 per hour = overhaul cycle. overhaul cycle.
5,950 per
overhaul cycle.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for labor cost for repair, and parts cost for repair and
replacement for the on-condition actions specified in this proposed AD.
The labor cost of the replacement is $1,360 (16 work-hours x $85 per
hour). We have no way of determining the number of aircraft that might
need these repairs/replacements.
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 directives
(AD) 2000-25-07, Amendment 39-12041 (65 FR 78913, December 18, 2000);
and 2002-05-07, Amendment 39-12675 (67 FR 11891, March 18, 2002); and
adding the following new AD:
The Boeing Company: Docket No. FAA-2012-1068; Directorate Identifier
2011-NM-073-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by November 26,
2012.
(b) Affected ADs
This AD supersedes ADs 2000-25-07, Amendment 39-12041 (65 FR
78913, December 18, 2000); and 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002).
(c) Applicability
This AD applies to all The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certificated in any
category.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports that the work sequence and
procedures used during installation of replacement tracks installed
in accordance with AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); or AD 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002); could cause loose or cracked tracks. We are
issuing this AD to detect and correct cracking and damage in the
flap track, which could cause loss of the outboard trailing edge
flap and consequent reduced controllability of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Repetitive Inspections
This paragraph restates the inspection required by paragraph (a)
of AD 2000-25-07, Amendment 39-12041 (65 FR 78913, December 18,
2000), with added references to a terminating action. For Model 737-
100, -200, and -200C series airplanes on which the left- or right-
hand inboard flap tracks of the wing outboard flap have a part
number (P/N) listed in Table 1 of this AD: Do a detailed visual
inspection to detect damage (corrosion, cracking) of the aft end of
the left- and right-hand inboard flap tracks of the wing outboard
flap, per Boeing All Operator Message (AOM) M-7200-00-01854, dated
July 27, 2000, at the latest of the times specified in paragraphs
(g)(1), (g)(2), and (g)(3) of this AD. Repeat the inspection
thereafter at intervals not to exceed 1,200 flight cycles.
Accomplishing the requirements of paragraph (p) of this AD
terminates the requirements of this paragraph.
Table 1--Boeing Flap Tracks Subject to This AD
------------------------------------------------------------------------
Name Part No.
------------------------------------------------------------------------
Boeing............................................... 65-46428-9
65-46428-15
[[Page 61546]]
65-46428-17
65-46428-19
65-46428-21
65-46428-23
65-46428-25
65-46428-27
65-46428-33
65-46428-35
------------------------------------------------------------------------
(1) Within 30 days after January 2, 2001 (the effective date of
AD 2000-25-07 Amendment 39-12041 (65 FR 78913, December 18, 2000)).
(2) Within 1,200 flight cycles after the last documented
inspection or overhaul of the aft end of each flap track.
(3) Before the accumulation of 15,000 total flight cycles.
(h) Retained Definition
This paragraph restates the definition specified by Note 2 of AD
2000-25-07 Amendment 39-12041 (65 FR 78913, December 18, 2000). For
the purposes of this AD, a detailed visual inspection is defined as:
``An intensive visual examination of a specific structural area,
system, installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate by
the inspector. Inspection aids such as a mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
(i) Retained Corrective Actions
This paragraph restates the corrective actions required by
paragraph (b) of AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000), with added reference to organization designation
authorization (ODA). If any damage (corrosion, cracking) is detected
during any inspection required by paragraph (g) of this AD, before
further flight, repair or rework the flap track per the ``Repair and
Rework Instructions'' specified in Boeing AOM M-7200-00-01854, dated
July 27, 2000. Where that AOM specifies that the manufacturer may be
contacted for disposition of certain corrective actions (i.e.,
repair and/or rework of the flaps), this AD requires such repair
and/or rework to be done per a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA; or per data
meeting the type certification basis of the airplane approved by a
Boeing Company designated engineering representative (DER) or the
Boeing Commercial Airplanes ODA who has been authorized by the
Manager, Seattle ACO, to make such findings. For a repair method to
be approved by the ODA, the repair must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD. For a repair method to be approved by the Manager, Seattle ACO,
as required by this paragraph, the Manager's approval letter must
specifically reference this AD.
(j) Retained Initial Inspections
This paragraph restates the initial inspection required by
paragraph (a) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002), with added references to terminating action. For
Model 737-100, -200, and -200C series airplanes with line numbers
(L/N) 1 through 869 inclusive, and those airplanes with L/Ns 870
through 1585 inclusive, which either still have their original flap
tracks or which have had the original flap tracks replaced with
certain tracks as specified in Boeing Service Bulletin 737-57A1249,
Revision 1, including Appendix A, dated June 1, 2000; except
airplanes on which any replacement flap tracks were installed as
specified in Boeing Service Bulletin 737-57-1203, dated November 15,
1990, or production equivalent: Within 6 months after April 22, 2002
(the effective date of AD 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002)), accomplish the requirements of paragraphs
(j)(1) and (j)(2) of this AD, according to Boeing Service Bulletin
737-57A1249, Revision 1, including Appendix A, dated June 1, 2000.
Accomplishing the requirements of paragraph (p) of this AD
terminates the requirements of this paragraph.
(1) Perform a detailed visual inspection for discrepancies
(e.g., corrosion, or missing, damaged, or migrated anti-fret strips
and tapered shims) of the rear spar attachments of the flap tracks.
(2) Perform detailed visual, high frequency eddy current (HFEC),
and ultrasonic inspections for cracking in the upper flange of the
inboard track of each outboard flap at the rear spar attachments.
(k) Retained Credit for Previous Actions
This paragraph restates the credit for certain previously
accomplished actions specified by Note 3 of AD 2002-05-07, Amendment
39-12675 (67 FR 11891, March 18, 2002). This paragraph provides
credit for the actions specified in paragraphs (j), (l), (m), and
(n) of this AD, if those actions were performed before the effective
date of this AD using Boeing Alert Service Bulletin 737-57A1249,
including Appendix A, dated December 16, 1999.
(l) Retained Repetitive Inspections
This paragraph restates the repetitive inspections required by
paragraph (b) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). For airplanes subject to the requirements of
paragraph (j) of this AD: If no discrepancy is found during any
inspection required by paragraph (j) of this AD, thereafter, repeat
the inspections specified in paragraph (j) of this AD at intervals
not to exceed 9 months, until the actions required by paragraph (m)
or (p) of this AD have been accomplished.
(m) Retained Rework
This paragraph restates the rework required by paragraph (c) of
AD 2002-05-07, Amendment 39-12675 (67 FR 11891, March 18, 2002). For
airplanes subject to the requirements of paragraph (j) of this AD:
At the applicable time specified in paragraph (m)(1) or (m)(2) of
this AD, accomplish rework of the flap track assembly and aft flap
track attachments (including removal of the flap track; a detailed
visual inspection for a missing, damaged, or migrated anti-fret
strip and tapered shim of the rear spar attachments of the flap
track; replacement of the anti-fret strip with a new aluminum anti-
fret strip (or installation of an aluminum strip if no strip is
installed), as applicable; replacement of the tapered shim with a
new shim (or installation of a shim if no shim is installed); eddy
current and ultrasonic inspections for fatigue cracking of the flap
tracks; a detailed visual inspection for corrosion of the flap
tracks; and rework of attachment holes), including replacement of
the flap tracks, as applicable, by accomplishing all actions
specified in Part II of the Accomplishment Instructions of Boeing
Service Bulletin 737-57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Do these actions according to the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1249, Revision 1,
including Appendix A, dated June 1, 2000, except as provided by
paragraph (o) of this AD. Accomplishment of the actions required by
this paragraph terminates the repetitive inspections required by
paragraph (l) of this AD. Accomplishing the requirements of
paragraph (p) of this AD terminates the requirements of this
paragraph.
(1) If no discrepancy is found during any inspection required by
paragraph (j) or (l) of this AD: Do the rework within 24 months
after April 22, 2002 (the effective date of AD 2002-05-07, Amendment
39-12675 (67 FR 11891, March 18, 2002).
(2) If any discrepancy is found during any inspection required
by paragraph (j) or (l) of this AD: Do the rework prior to further
flight.
(n) Retained Repetitive Inspections
This paragraph restates the repetitive inspections required by
paragraph (d) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). For Model 737-100, -200, -200C, -300, -400, and -
500 series airplanes, except airplanes on which any replacement flap
tracks were installed as specified in Boeing Service Bulletin 737-
57-1203, dated November 15, 1990, or production equivalent: At the
applicable time specified in paragraph (n)(1) or (n)(2) of this AD,
and thereafter at least every 24 months, perform detailed visual,
HFEC, and ultrasonic inspections for cracking in the upper flange of
the inboard track of each outboard flap at the rear spar
attachments, according to Part I of the Accomplishment Instructions
of Boeing Service Bulletin 737-57A1249, Revision 1, including
Appendix A, dated June 1, 2000. Accomplishing the requirements of
paragraph (p) of this AD terminates the requirements of this
paragraph.
(1) For airplanes subject to paragraph (m) of this AD, do the
inspections within 10 years after accomplishment of the rework
according to paragraph (m) of this AD.
(2) For airplanes other than those identified in paragraph
(n)(1) of this AD, do the inspections within 10 years since the
airplane's date of manufacture, or within 6 months after April 22,
2002 (the effective date of AD 2002-05-07, Amendment 39-
[[Page 61547]]
12675 (67 FR 11891, March 18, 2002), whichever occurs later.
(o) Retained Repair Instructions and Exception to Procedures in Service
Information
This paragraph restates the repair instructions and exception to
procedures required by paragraph (e) of AD 2002-05-07, Amendment 39-
12675 (67 FR 11891, March 18, 2002). If any discrepancy is found
during any action required by paragraph (j), (l), or (m) of this AD,
and Boeing Service Bulletin 737-57A1249, Revision 1, including
Appendix A, dated June 1, 2000, specifies to contact Boeing for
appropriate action; or if any discrepancy is found during
inspections according to paragraph (n) of this AD: Prior to further
flight, repair according to a method approved by the Manager,
Seattle ACO, FAA; or according to data meeting the type
certification basis of the airplane approved by a Boeing Company DER
or ODA who has been authorized by the Manager, Seattle ACO, to make
such findings. For a repair method to be approved by the ODA, the
repair must meet the certification basis of the airplane, and the
approval must specifically refer to this AD. For a repair method to
be approved by the Manager, Seattle ACO, as required by this
paragraph, the approval letter must specifically reference this AD.
(p) New Inspection of Flap Track Web and Flanges
For all airplanes: At the times specified in paragraph (q) of
this AD: Do the inspections specified in paragraphs (p)(1), (p)(2),
(p)(3), and (p)(4) of this AD, and do all applicable corrective
actions, in accordance with paragraph 3.B.3. of the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1271, Revision 3,
dated February 13, 2012, except as required by paragraphs (r) and
(v) of this AD. Performing these inspections terminates the
requirements of paragraphs (g), (j) and (n) of this AD. Do all
applicable corrective actions before further flight.
(1) Detailed inspection for damage (cracks, nicks, corrosion
pits, galling, pieces broken off) and stop-drill repairs along the
full length of the upper and lower flanges of the flap track.
(2) Detailed inspection for damage, cracking, and stop-drill
repairs along the full length of the track webs.
(3) Eddy current inspection for damage (including cracking) of
the flap track web and flanges.
(4) Inspection to determine the part number of the flap track
assembly.
(q) New Compliance Time
At the latest of the applicable times specified in paragraphs
(q)(1), (q)(2), and (q)(3) of this AD, do the actions required by
paragraph (p) of this AD.
(1) Within 96 months since the flap track was new or overhauled,
or prior to the accumulation of 15,000 flight cycles on the flap
track since new or overhauled; whichever occurs first.
(2) Within 180 days after the effective date of this AD.
(3) Within 24 months after the most recent inspection was
performed in accordance with Part 1 of the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1249, including
Appendix A, dated December 16, 1999; or Revision 1, including
appendix A, dated June 1, 2000.
(r) Replacement
If, during any inspection required by paragraph (p) of this AD,
any flap track assembly having P/N 65-46428-31 or 65-46428-33 is
found, before further flight, replace the flap track assembly with a
new or serviceable flap track assembly, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-57A1271,
Revision 3, dated February 13, 2012, except as required by paragraph
(v) of this AD.
(s) New Inspections of Flap-to-Wing Attachment if Repairs Are Done or
if No Damage Is Found in Flap Track Web and Flanges
For airplanes on which no damage is found in the flanges or the
Web during any inspection required by paragraph (p) of this AD; and
for airplanes on which a repair is done during any corrective action
required by (p) of this AD; before further flight, do the
inspections specified in paragraphs (s)(1) through (s)(4) of this
AD, and do all applicable related investigative and corrective
actions, in accordance with paragraphs 3.B.4 and 3.B.5 of the
Accomplishment Instructions of Boeing Service Bulletin 737-57A1271,
Revision 3, dated February 13, 2012, except as required by paragraph
(v) of this AD. If, during the inspection required by paragraph
(s)(1) of this AD, an anti-fret strip is not found installed, before
further flight, do the related investigative actions specified in
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012, for an anti-fret strip that has signs of damage or corrosion
and do all applicable corrective actions, including making and
installing a new anti-fret strip, in accordance with paragraph 3.B.5
of the Accomplishment Instructions of Boeing Service Bulletin 737-
57A1271, Revision 3, dated February 13, 2012, except as required by
paragraph (v) of this AD. Do all applicable related investigative
and corrective actions before further flight.
(1) Detailed inspection for signs of movement between the
tapered shim and anti-fret strip, installation of the anti-fret
strip, and corrosion of the tapered shim and anti-fret strip.
(2) Detailed inspection for signs of movement, cracks and
corrosion of the area where the track is attached to the wing rear
spar.
(3) High frequency eddy current inspection for cracking of the
outboard edge of the track adjacent to the outboard attach bolt.
(4) Ultrasonic inspection for cracking of the inner edge of the
track adjacent to the outboard attach bolt.
(t) New Overhaul
Within 10,000 flight cycles on the flap track or 48 months,
whichever occurs first after accomplishing the inspection required
by paragraph (p) of this AD: Do an overhaul of the flap track, in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 737-57A1271, Revision 3, dated February 13, 2012, except as
required by paragraph (v) of this AD. Repeat the overhaul thereafter
at intervals not to exceed 20,000 flight cycles on the flap track or
96 months, whichever occurs first.
(u) New Post Overhaul Inspections
For airplanes on which any overhaul required by paragraph (t) of
this AD is done: Do the inspections specified in paragraph (p) of
this AD within 10,000 flight cycles on the flap track or 48 months
after the most recent overhaul, whichever occurs first. Repeat the
inspections specified in paragraph (p) of this AD thereafter at
intervals not to exceed 10,000 flight cycles on the flap track or 48
months, whichever occurs first; except if an overhaul required by
paragraph (t) of this AD is done, do the next inspection within
10,000 flight cycles or 48 months, whichever occurs first, after the
overhaul.
(v) Service Information Exception
Where Boeing Service Bulletin 737-57A1271, Revision 3, dated
February 13, 2012, specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (y) of this
AD.
(w) New Parts Installation Prohibition
As of the effective date of this AD, no person may install a
flap track assembly, P/N 65-46428-31 or 65-46428-33, on any
airplane.
(x) Credit for Previous Actions
This paragraph provides credit for the actions specified in
paragraphs (p) through (t) of this AD, if those actions were
performed before the effective date of this AD, using the service
bulletins specified in paragraph (x)(1), (x)(2), or (x)(3) of this
AD.
(1) Boeing Alert Service Bulletin 737-57A1271, dated September
11, 2003, which is not incorporated by reference.
(2) Boeing Service Bulletin 737-57A1217, Revision 1, dated July
30, 2008, which is not incorporated by reference.
(3) Boeing Service Bulletin 737-51A1217, Revision 2, dated
January 17, 2011, which is not incorporated by reference.
(y) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle 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 emailed
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
[[Page 61548]]
Boeing Commercial Airplanes 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 previously in accordance with ADs 2000-25-07,
Amendment 39-12041 (65 FR 78913, December 18, 2000); and 2002-05-07,
Amendment 39-12675 (67 FR 11891, March 18, 2002); are approved as
AMOCs for the corresponding requirements of this AD.
(z) Related Information
(1) For more information about this AD, contact Nancy Marsh,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356;
phone: 425-917-6440; fax: 425-917-6590; email: nancy.marsh@faa.gov.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; 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, WA. For information on the availability of
this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on September 27, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-24809 Filed 10-9-12; 8:45 am]
BILLING CODE 4910-13-P