Airworthiness Directives; The Boeing Company Airplanes, 9-15 [2012-30924]
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Federal Register / Vol. 78, No. 1 / Wednesday, January 2, 2013 / Rules and Regulations
(2) Model A340–313 airplanes, MSN 0955.
(d) Subject
Air Transport Association (ATA) of
America Code 52: Doors.
(e) Reason
This AD was prompted by reports that a
specific batch of cargo doors might have
deviations in quality related to door
structure, such as irregular bore holes,
improper application of sealant and paint, or
uncleanliness. We are issuing this AD to
prevent the degraded structural capability of
the cargo door, a primary structure, from
leading to failure of the door, which could
detach from the airplane or have a breach
through the door, resulting in potential rapid
decompression.
(f) Compliance
You are responsible for having the actions
required by this AD performed within the
compliance times specified, unless the
actions have already been done.
(g) Inspection
At the later of the times specified in
paragraphs (g)(1) and (g)(2) of this AD:
Inspect to identify the part number and serial
number of the airplane’s forward and aft
cargo doors, as applicable to MSN, in
accordance with the Accomplishment
Instructions of Airbus Mandatory Service
Bulletin A330–52–3083, dated May 31, 2011
(for Model A330 airplanes); or Airbus
Mandatory Service Bulletin A340–52–4093,
dated May 31, 2011 (for Model A340
airplanes). A review of airplane maintenance
records is acceptable in lieu of this
inspection if the part number and serial
number of the door can be conclusively
determined from that review.
(1) Prior to the accumulation of 7,400 total
flight cycles, or 72 months after the airplane’s
first flight, whichever occurs first.
(2) Within 60 days after the effective date
of this AD.
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(h) Replacement
If, during the inspection required by
paragraph (g) of this AD, the part number and
serial number of the airplane’s forward and/
or aft cargo doors, as applicable to airplane
MSN, are identified in Airbus Mandatory
Service Bulletin A330–52–3083, dated May
31, 2011 (for Model A330 airplanes); or
Airbus Mandatory Service Bulletin A340–52–
4093, dated May 31, 2011 (for Model A340
airplanes): Before further flight, replace the
affected door with a new or serviceable door,
in accordance with the Accomplishment
Instructions of Airbus Mandatory Service
Bulletin A330–52–3083, dated May 31, 2011
(for Model A330 airplanes); or Airbus
Mandatory Service Bulletin A340–52–4093
(for Model A340 airplanes), dated May 31,
2011.
(i) Repair
If, during the inspection required by
paragraph (g) of this AD, there is any
discrepancy between the installed forward
and/or aft cargo doors part/serial number and
the airplane MSN, as that part/serial number
and MSN are identified in Airbus Mandatory
Service Bulletin A330–52–3083, dated May
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31, 2011 (for Model A330 airplanes); or
Airbus Mandatory Service Bulletin A340–52–
4093, dated May 31, 2011 (for Model A340
airplanes): Within 10 days after
accomplishing the inspection, contact the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA, or the
European Aviation Safety Agency (EASA) (or
its delegated agent), for further instructions
and time limits, and accomplish those
instructions within the specified time limits.
(j) Parts Installation Prohibition
As of the effective date of this AD, no
person may install on any airplane a forward
or aft cargo door that was removed from any
airplane as required by paragraph (h) of this
AD.
(k) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, 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:
Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; telephone (425) 227–1138; fax (425)
227–1149. Information may be emailed to: 9ANM-116-AMOC-REQUESTS@faa.gov.
Before using any approved AMOC, notify
your appropriate principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office/
certificate holding district office. The AMOC
approval letter must specifically reference
this AD.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(l) Related Information
Refer to MCAI EASA Airworthiness
Directive 2011–0177, dated September 15,
2011 (corrected September 28, 2011), and the
service information identified in paragraphs
(l)(1) and (l)(2) of this AD, for related
information.
(1) Airbus Mandatory Service Bulletin
A330–52–3083, dated May 31, 2011.
(2) Airbus Mandatory Service Bulletin
A340–52–4093, dated May 31, 2011.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
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9
(i) Airbus Mandatory Service Bulletin
A330–52–3083, dated May 31, 2011.
(ii) Airbus Mandatory Service Bulletin
A340–52–4093, dated May 31, 2011.
(3) For service information identified in
this AD, contact Airbus SAS—Airworthiness
Office—EAL, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33
5 61 93 36 96; fax +33 5 61 93 45 80; email
airworthiness.A330-A340@airbus.com;
Internet https://www.airbus.com.
(4) You may review copies of the 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.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on
December 14, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2012–31026 Filed 12–31–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–1419; Directorate
Identifier 2010–NM–281–AD; Amendment
39–17297; AD 2012–26–02]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding an
existing airworthiness directive (AD) for
certain The Boeing Company Model
737–300, –400, and –500 series
airplanes. That AD currently requires
repetitive inspections for cracking of the
crown area of the fuselage skin, and
corrective actions if necessary. This new
AD adds repetitive inspections for
cracking using different inspection
methods and inspecting additional
areas, and corrective actions if
necessary. This new AD also requires
additional repairs to previously repaired
areas and repetitive inspections for
loose fasteners and replacement if
necessary in certain previously repaired
areas. This AD also reduces certain
compliance times and extends certain
other compliance times. This AD was
prompted by additional reports of
SUMMARY:
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cracking at the horizontal chem-mill
steps away from the lap joints over the
entire crown area, and vertical chemmill cracks adjacent to the butt joints.
We are issuing this AD to detect and
correct fatigue cracking of the fuselage
skin, which could cause the fuselage
skin to fracture and fail, and result in
rapid decompression of the airplane.
DATES: This AD is effective February 6,
2013.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of February 6, 2013.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of August 1, 2005 (70 FR
36821, June 27, 2005).
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1; fax 206–766–5680; 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.
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Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton,
Washington 98057–3356; phone: (425)
917–6447; fax: (425) 917–6590; email:
wayne.lockett@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2005–13–27,
Amendment 39–14164 (70 FR 36821,
VerDate Mar<15>2010
16:06 Dec 31, 2012
Jkt 229001
June 27, 2005). That AD applies to the
specified products. The NPRM
published in the Federal Register on
January 19, 2012 (77 FR 2669). That
NPRM proposed to continue to require
repetitive inspections for cracking of the
crown area of the fuselage skin, and
corrective actions if necessary. That
NPRM also proposed to add repetitive
inspections for cracking using different
inspection methods and would inspect
additional areas, and corrective actions
if necessary. That NPRM also proposed
to require additional repairs to
previously repaired areas and repetitive
inspections for loose fasteners and
replacement if necessary in certain
previously repaired areas. That NPRM
also proposed to reduce certain
compliance times and extend certain
other compliance times.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the proposal (77 FR 2669,
January 19, 2012) and the FAA’s
response to each comment.
Concurrence With NPRM (77 FR 2669,
January 19, 2012)
The National Transportation Safety
Board stated that it fully supports the
NPRM (77 FR 2669, January 19, 2012).
Request To Correct References to
Repair Instructions
Boeing asked that we revise the
NPRM (77 FR 2669, January 19, 2012) to
correct references to certain repair
instructions. Boeing stated that
paragraph (n)(2)(iii) of the NPRM
specifies converting the time-limited
repair into a permanent repair by doing
the permanent repair specified in
paragraph (n)(1) of the NPRM. Boeing
noted that paragraph (n)(1) of the NPRM
specifies installing a permanent repair
in accordance with ‘‘Part 2’’ of the
Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010;
however, Part 2 does not give
instructions for changing the timelimited repair to a permanent repair.
Boeing stated that paragraph (t)(2) of the
NPRM also incorrectly refers to
converting the time-limited repair into a
permanent repair by doing the
permanent repair specified in paragraph
(n)(1) of the NPRM.
Boeing stated that the correct
instructions for converting the timelimited repair to a permanent repair are
specified in Part 4 of the
Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010,
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and added that paragraphs (n)(2)(iii) and
(t)(2) of the NPRM (77 FR 2669, January
19, 2012) should specify doing the
permanent repair in accordance with
Part 4 of the Accomplishment
Instructions of that service information.
We agree that the reference to
paragraph (n)(1) of this AD for doing the
permanent repair identified in
paragraphs (n)(2)(iii) and (t)(2) of this
AD is incorrect. We have changed
paragraph (n)(2)(iii) of this AD to
specify doing the permanent repair in
accordance with Part 4 of the
Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010. In
addition, we have changed paragraph
(t)(2) of this AD to refer to paragraph
(t)(3) of this AD for the permanent
repair. Paragraph (t)(3) of this AD
specifies doing the permanent repair in
accordance with paragraph 3.B.4. (i.e.,
Part 4) of the service information.
Request To Remove Certain
Terminating Action
Boeing asked that we delete the last
sentence in paragraph (t)(1) of the
NPRM (77 FR 2669, January 19, 2012),
which specified that installation of
internal tear strap doublers would
terminate the inspections required by
paragraph (m) of the NPRM. Boeing
stated that this sentence is not necessary
because there are no inspection
requirements in paragraph (m) of the
NPRM for the areas covered by
permanent repairs installed without tear
strap doublers.
We agree with the commenter for the
reason provided. We have deleted the
referenced sentence in paragraph (t)(1)
of this AD.
Request To Add Certain Terminating
Action Language
Southwest Airlines (SWA) asked that
we add language to paragraphs (n) and
(s) of the NPRM (77 FR 2669, January
19, 2012), specifying that repairs
installed in accordance with paragraphs
(n) and (s) of the NPRM terminate the
inspections required by paragraphs (m),
(o), (p), and (q) of the NPRM.
We partially agree with the
commenter’s request. The repetitive
inspections may be terminated after a
time-limited or permanent repair has
been installed, for the repaired area
only. We note that paragraph (n) of this
AD specifies that doing a permanent
repair terminates the inspections
specified in paragraph (m) of this AD for
the repaired area only. We also note that
paragraph (n) of this AD does not
terminate paragraphs (o), (p), and (q) of
this AD. Accomplishing paragraph (s) of
this AD terminates the inspections
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required by paragraphs (o), (p), and (q)
of this AD. We have changed paragraph
(s) of this AD accordingly.
Request To Include Additional Service
Information
SWA asked that we include the
internal inspection procedure specified
in Boeing 737 Nondestructive Test
(NDT) Manual, Part 6, Chapter 53–30–
20, as an acceptable method for
accomplishing the inspections in areas
covered by non-terminating repairs as
required by paragraphs (m), (o), (p), and
(q) of the NPRM (77 FR 2669, January
19, 2012). SWA stated that the
inspection procedure in the NDT
manual has been previously approved
as an alternative inspection method for
paragraph (s) of AD 2005–13–27,
Amendment 39–14164 (70 FR 36821,
June 27, 2005), in areas covered by an
existing repair that do not meet the
terminating repair specified in the
compliance tables in Boeing Alert
Service Bulletin 737–53A1234, Revision
2, dated November 24, 2010.
We disagree with the commenter’s
request. Operators may submit a request
for approval of an alternative method of
compliance (AMOC) to use the
inspection procedure specified in the
NDT manual for accomplishing the
inspections in areas covered by nonterminating repairs, as specified in
paragraph (x) of this AD. We have not
changed this AD in this regard.
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Request To Change Compliance Time
SWA asked that we change the
compliance time for the inspections
proposed by paragraphs (g), (m), (o), (p),
and (q) of the NPRM (77 FR 2669,
January 19, 2012) from ‘‘total flight
cycles’’ to ‘‘flight cycles since panel
replacement’’ for airplanes on which
fuselage crown skin panels that were
replaced in accordance with Boeing
Service Bulletin 737–53–1306, dated
September 22, 2010; Revision 1, dated
March 17, 2011; or Revision 2, dated
October 25, 2011. SWA stated that this
modification replaces crown skin panels
with new skin panels, and the new skin
panels should have a threshold ‘‘from
panel replacement,’’ and not ‘‘total
airplane cycles.’’ SWA added that
accomplishing Boeing Service Bulletin
737–53–1306, original issue, Revision 1,
or Revision 2 has been approved
previously as an AMOC to certain
requirements in multiple ADs;
including AD 2005–13–27, Amendment
39–14164 (70 FR 36821, June 27, 2005),
VerDate Mar<15>2010
16:06 Dec 31, 2012
Jkt 229001
which is being superseded by the
NPRM. SWA stated that the AMOC
provides approval for changes in
compliance time from total flight cycles
to cycles since panel replacement.
We do not agree with the commenter’s
request to change paragraphs (g), (m),
(o), (p), and (q) of this AD. The existing
AMOC discussed by the commenter is
approved for the restated requirements
of this AD, including paragraph (g) of
this AD. Due to the extent of the
replacement specified in Boeing Service
Bulletin 737–53–1306, dated September
22, 2010; Revision 1, dated March 17,
2011; or Revision 2, dated October 25,
2011, and the number of ADs that affect
that replacement, we have determined
that clarification of the AMOCs for all
these ADs should be provided in a
separate AMOC letter. This will ensure
that multiple parties (e.g., Flight
Standards, Maintenance Repair and
Overhaul facilities (MROs), and
operators) have access to the approval
information for the replacement in one
document. We have made no change to
this AD in this regard.
Request for Alternate Option for
Inspections
SWA asked that we revise the NPRM
(77 FR 2669, January 19, 2012) to allow
the inspections in paragraph (w) of the
NPRM as an alternate option for the
permanent repairs required by
paragraph (t) of the NPRM for airplanes
on which internal tear strap doublers
were not installed. SWA stated that
permanent repairs installed in
accordance with Boeing Special
Attention Service Bulletin 737–53–
1234, dated June 13, 2001; or Revision
1, dated March 31, 2005; have been
evaluated and determined to meet the
damage tolerance requirements of part
26 of the Federal Aviation Regulations
(14 CFR Part 26), as indicated in Figure
41 of Boeing Alert Service Bulletin 737–
53A1234, Revision 2, dated November
24, 2010. SWA added that
accomplishing the post-repair
inspections in accordance with Figure
41, at the time specified in Table 7 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010,
should be considered an alternate
option to the requirements in paragraph
(t) of the NPRM.
We do not agree with the commenter’s
request. The 60,000-flight-cycle
threshold for the post-repair inspection
addresses the critical outer fastener row
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11
installed with the repair doubler, and
does not address the area of the tear
strap doubler installed in accordance
with paragraph (t)(1) of this AD. We
have made no change to this AD in this
regard.
Request To Provide Clarification
SWA asked that we provide
clarification whether the notes in
paragraph 3.B. of the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–53A1234, Revision 2,
dated November 24, 2010, are
applicable to paragraphs (m), (o), (p),
and (q) of the NPRM (77 FR 2669,
January 19, 2012).
We agree to provide clarification. The
notes specified in paragraph 3.A.,
‘‘General Information,’’ and paragraph
3.B., ‘‘Work Instructions,’’ of the
Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010,
apply to all the sub-paragraphs of the
Accomplishment Instructions, including
the actions that correspond to the
requirements of paragraphs (m), (o), (p),
and (q) of this AD. We have made no
change to this AD in this regard.
Explanation of Change to This AD
We have revised the heading for and
the wording in paragraph (l) of this AD;
this change has not changed the intent
of that paragraph.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously—
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (77 FR 2669,
January 19, 2012) for correcting the
unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (77 FR 2669,
January 19, 2012).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of the AD.
Costs of Compliance
We estimate that this AD affects 109
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
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ESTIMATED COSTS
Cost on U.S.
operators
Action
Labor cost
Cost per product
Inspection (retained actions from AD 2005–13–27, Amendment 39-14164 (70 FR 36821, June 27, 2005)).
New NDI (non-destructive inspection) Inspections (medium
frequency eddy current, magneto optical imaging, Cscan, or ultrasonic phased array).
Install internal tear strap doublers (for airplanes on which
permanent repair was already done).
Inspection for loose fasteners (for airplanes on which temporary repair was already done)1.
Install permanent repair (for airplanes on which temporary
repair was already done)1.
Inspection adjacent to lap joint repair1 .................................
94 work-hours × $85 per
hour = $7,990.
Up to 390 work-hours × $85
per hour = $33,150.
$7,990 per inspection cycle ..
$870,910
Up to $33,150 per inspection
cycle.
Up to $3,613,350.
Up to $2,550 .........................
Up to $277,950.
$85 ........................................
$9,265.
Up to $4,080 .........................
Up to $444,720.
$255 ......................................
$27,795.
1 The
Up to 30 work-hours × $85
per hour = $2,550.
1 work-hour × $85 per hour =
$85.
Up to 48 work-hours × $85
per hour = $4,080.
3 work-hours × $85 per hour
= $255.
cost for this action is for one typical repair only.
We estimate the following costs to do
any necessary repairs that would be
required based on the results of the
inspection. We have no way of
determining the number of aircraft that
might need these repairs:
ON-CONDITION COSTS
Action
Labor cost
Parts cost
Repair 1 ......................
209 work-hours × $85 per hour = $17,765 ..................................................................
None ...................
1 Repair
$17,765.
cost estimate is for one typical repair only.
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
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Cost per
product
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
VerDate Mar<15>2010
16:06 Dec 31, 2012
Jkt 229001
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(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.
2012–26–02 The Boeing Company:
Amendment 39–17297; Docket No.
FAA–2011–1419; Directorate Identifier
2010–NM–281–AD.
(a) Effective Date
This airworthiness directive (AD) is
effective February 6, 2013.
(b) Affected ADs
This AD supersedes AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005).
Adoption of the Amendment
(c) Applicability
This AD applies to The Boeing Company
Model 737–300, ¥400, and ¥500 series
airplanes, certificated in any category, as
identified in Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 53, Fuselage.
PART 39—AIRWORTHINESS
DIRECTIVES
(e) Unsafe Condition
This AD was prompted by reports of
cracking at the horizontal chem-mill steps
away from the lap joints over the entire
crown area, and vertical chem-mill cracks
adjacent to the butt joints. We are issuing this
AD to detect and correct fatigue cracking of
the fuselage skin, which could cause the
fuselage skin to fracture and fail, and result
in rapid decompression of the airplane.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing airworthiness directive (AD)
2005–13–27, Amendment 39–14164 (70
FR 36821, June 27, 2005), and adding
the following new AD:
■
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
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(g) Retained Initial Inspections
This paragraph restates the requirements of
paragraph (g) of AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005). At the later of the times specified
in paragraphs (g)(1) and (g)(2) of this AD,
perform detailed and eddy current
inspections for cracking of the crown area of
the fuselage skin in accordance with Part 1,
including the ‘‘Note,’’ of the Work
Instructions of Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005, except as provided by
paragraph (j) of this AD. Doing the
inspections required by paragraph (m) of this
AD terminates the inspections required by
this paragraph for the corresponding
inspection areas.
(1) Before the accumulation of the
applicable total flight cycles specified in the
‘‘Threshold’’ column of Table 1 of Figure 1
of Boeing Special Attention Service Bulletin
737–53–1234, Revision 1, dated March 31,
2005.
(2) Within 4,500 flight cycles after August
1, 2005 (the effective date of AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005).
tkelley on DSK3SPTVN1PROD with
(h) Retained Repetitive Inspections
This paragraph restates the requirements of
paragraph (h) of AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005). Repeat either the detailed or eddy
current inspections specified in paragraph (g)
of this AD at the applicable intervals
specified in paragraph (h)(1) or (h)(2) of this
AD until paragraph (i)(1) or (i)(2) of this AD
has been done, as applicable. Doing the
inspection required by paragraph (m) of this
AD terminates the inspections required by
this paragraph for the corresponding
inspection area.
(1) Repeat the detailed inspections
thereafter at intervals not to exceed 1,200
flight cycles.
(2) Repeat the eddy current inspections
thereafter at intervals not to exceed 3,000
flight cycles.
(i) Retained Permanent or Time-Limited
Repair for Cracking Found During
Inspections
This paragraph restates the requirements of
paragraph (i) of AD 2005–13–27, Amendment
39–14164 (70 FR 36821, June 27, 2005). If
any cracking is found during any inspection
required by paragraph (g) or (h) of this AD,
do the actions specified in paragraph (i)(1) or
(i)(2) of this AD, in accordance with Boeing
Special Attention Service Bulletin 737–53–
1234, Revision 1, dated March 31, 2005,
except as provided by paragraphs (j) and (k)
of this AD.
(1) Before further flight, do a permanent
repair (including related investigative actions
and applicable corrective actions) in
accordance with Part 2 of the Work
Instructions of Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005. Doing a permanent
repair ends the repetitive inspections
required by paragraph (h) of this AD for the
repaired area only.
(2) Do the actions specified in paragraphs
(i)(2)(i) and (i)(2)(ii) of this AD at the time
VerDate Mar<15>2010
16:06 Dec 31, 2012
Jkt 229001
specified in the applicable paragraph. Doing
a time-limited repair ends the repetitive
inspections required by paragraph (h) of this
AD for the repaired area only.
(i) Before further flight, do a time-limited
repair (including related investigative actions
and applicable corrective actions) in
accordance with Part 3 of the Work
Instructions of Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005.
(ii) At the times specified in Figure 8 of
Boeing Special Attention Service Bulletin
737–53–1234, Revision 1, dated March 31,
2005, do the related investigative and
corrective actions in accordance with Part 3
of the Work Instructions of Boeing Special
Attention Service Bulletin 737–53–1234,
Revision 1, dated March 31, 2005.
(j) Retained Provision for Repair per FAA
This paragraph restates the requirements of
paragraph (j) of AD 2005–13–27, Amendment
39–14164 (70 FR 36821, June 27, 2005).
Where Boeing Special Attention Service
Bulletin 737–53–1234, Revision 1, dated
March 31, 2005, specifies to contact Boeing
for appropriate action: Before further flight,
repair according to a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA; or according to data meeting the
certification basis of the airplane approved
by an Authorized Representative for the
Boeing Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings; or using a method approved in
accordance with the procedures specified in
paragraph (x) of this AD. For a repair method
to be approved, the approval must
specifically reference this AD.
(k) Retained Provision, Reporting Not
Required
This paragraph restates the provisions of
paragraph (k) of AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005). Although Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005, specifies reporting
certain information to Boeing, this AD does
not require that action.
(l) Retained Credit for Previous Actions
This paragraph restates the requirements of
paragraph (l) of AD 2005–13–27, Amendment
39–14164 (70 FR 36821, June 27, 2005).
Actions done before August 1, 2005, in
accordance with Boeing Special Attention
Service Bulletin 737–53–1234, dated June 13,
2002 (which is not incorporated by reference
in this AD), are acceptable for compliance
with the corresponding actions required by
paragraphs (g), (h), and (i) of this AD.
(m) New Fuselage Skin Inspections at ChemMill Steps Common to Lap Joints
Except as provided by paragraph (v)(1) of
this AD, at the applicable time specified in
Tables 1 and 2 of paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1234, Revision 2, dated
November 24, 2010: Do a non-destructive
inspection (NDI) (medium frequency eddy
current, magneto optical imaging, C-scan, or
ultrasonic phased array) for horizontal chemmill cracking above the S–4 and S–10 lap
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
13
joints, in accordance with paragraph 3.B.1.a.
of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010, except
as provided by paragraph (r) of this AD.
Repeat the applicable inspections thereafter
at intervals not to exceed those specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010.
Accomplishment of the inspections required
by this paragraph terminates the
requirements of paragraphs (g) and (h) of this
AD for the corresponding inspection areas.
Note 1 to paragraph (m) of this AD: Option
1 of Boeing Alert Service Bulletin 737–
53A1234, Revision 2, dated November 24,
2010, specifies doing one of the following
NDI: Medium frequency eddy current
inspection, magneto optical imaging
inspection, or C-scan inspection. Option 2
specifies doing one NDI—an external
ultrasonic phased array inspection. These
options have different compliance times after
the initial inspection.
(n) New Permanent or Time-Limited Repair
for Cracking Found During Inspections
Required by Paragraph (m) of This AD
If any cracking is found during any
inspection required by paragraph (m) of this
AD, do the actions specified in paragraph
(n)(1) or (n)(2) of this AD.
(1) Before further flight, do a permanent
repair, including related investigative actions
and applicable corrective actions, in
accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010, except as provided
by paragraph (v)(2) of this AD. Doing a
permanent repair ends the repetitive
inspections required by paragraph (m) of this
AD for the repaired area only.
(2) Do the actions specified in paragraphs
(n)(2)(i), (n)(2)(ii), and (n)(2)(iii) of this AD at
the time specified in the applicable
paragraph. Doing a time-limited repair ends
the repetitive inspections required by
paragraph (m) of this AD for the repaired area
only.
(i) Before further flight, do a time-limited
repair, including related investigative actions
and applicable corrective actions, in
accordance with Part 4 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010, except as provided
by paragraph (v)(2) of this AD.
(ii) Within 3,000 flight cycles after the
time-limited repair was installed as specified
in paragraph (n)(2)(i) of this AD, or within
500 flight cycles after the effective date of
this AD, whichever occurs later, do a detailed
inspection for loose fasteners, in accordance
with Part 4 of the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010. Repeat the inspection thereafter at
intervals not to exceed 3,000 flight cycles
until the permanent repair required by
paragraph (n)(2)(iii) of this AD is done. If any
loose fasteners are found, before further
flight, replace the fasteners with new
fasteners of the same type and size, as
specified in Figures 6, 35, and 36 of Boeing
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14
Federal Register / Vol. 78, No. 1 / Wednesday, January 2, 2013 / Rules and Regulations
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010.
(iii) Within 6,000 flight cycles after the
time-limited repair was installed, as specified
in paragraph (n)(2)(i) of this AD, do the
permanent repair, in accordance with Part 4
of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010, except
as provided by paragraph (v)(2) of this AD.
(o) New Fuselage Skin Inspections at ChemMill Steps Common to Shear Wrinkle Areas
Except as provided by paragraph (v)(1) of
this AD, at the applicable time specified in
Table 3 of paragraph 1.E, ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010: Do an
NDI (medium frequency eddy current,
magneto optical imaging, C-scan, or
ultrasonic phased array) for horizontal chemmill cracking in the shear wrinkle areas, in
accordance with paragraph 3.B.1.b of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010. Repeat the
applicable inspections thereafter at intervals
not to exceed those specified in paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1234, Revision 2, dated
November 24, 2010.
tkelley on DSK3SPTVN1PROD with
(p) New Fuselage Skin Inspections at
Specified Vertical Chem-Mill Step Locations
Except as provided by paragraph (v)(1) of
this AD, at the applicable time specified in
Table 4 of paragraph 1.E, ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010: Do an
NDI (medium frequency eddy current,
magneto optical imaging, C-scan, or
ultrasonic phased array) for vertical chemmill cracking at locations specified in, and in
accordance with paragraph 3.B.1.c. of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010. Repeat the
applicable inspections thereafter at intervals
not to exceed those specified in paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1234, Revision 2, dated
November 24, 2010.
(q) New Fuselage Skin Inspections at ChemMill Steps in General Pocket-to-Pocket Areas
Except as provided by paragraph (v)(1) of
this AD, at the applicable time specified in
Tables 5 and 6 of paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1234, Revision 2, dated
November 24, 2010: Do an NDI (medium
frequency eddy current, magneto optical
imaging, C-scan, or ultrasonic phased array)
for horizontal chem-mill cracking in general
pocket-to-pocket areas at specified locations
in and in accordance with paragraphs
3.B.1.d., 3.B.1.e., and 3.B.1.f., as applicable,
of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010. Repeat
the applicable inspections thereafter at
intervals not to exceed those specified in
Tables 5 and 6 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1234, Revision 2, dated
November 24, 2010.
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16:06 Dec 31, 2012
Jkt 229001
(r) New Inspection Exception
For inspections required by paragraph (m)
of this AD: It is not necessary to inspect the
chem-mill steps under an existing repair
installed using Boeing Special Attention
Service Bulletin 737–53–1234, dated June 13,
2002 (which is not incorporated by reference
in this AD); or Revision 1, dated March 31,
2005.
(s) New Repair of Cracking Found During
Inspections Required by Paragraphs (o)
Through (q) of This AD
If any crack is found during any inspection
required by paragraph (o), (p), or (q) of this
AD, before further flight, repair the crack
using a method approved in accordance with
the procedures specified in paragraph (x) of
this AD. Doing this repair ends the repetitive
inspections required by paragraphs (o), (p),
and (q) of this AD for the repaired area only.
(t) New Actions for Airplanes on Which
Repairs Have Been Done Using Previous
Service Information
(1) For airplanes on which permanent
repairs have been done as specified in Boeing
Special Attention Service Bulletin 737–53–
1234, dated June 13, 2002 (which is not
incorporated by reference in this AD); or
Revision 1, dated March 31, 2005; except
airplanes on which internal tear strap
doublers were previously installed using a
repair plan approved using the procedures
specified in paragraph (x) of this AD: Within
6,000 flight cycles after the effective date of
this AD, install internal tear strap doublers,
in accordance with paragraph 3.B.3. of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010, except as provided
by paragraph (v)(2) of this AD.
(2) For airplanes on which time-limited
repairs have been installed as specified in
Boeing Special Attention Service Bulletin
737–53–1234, dated June 13, 2002 (which is
not incorporated by reference in this AD); or
Revision 1, dated March 31, 2005; except
airplanes on which the permanent repair has
been installed before the effective date of this
AD as specified in Boeing Special Attention
Service Bulletin 737–53–1234, dated June 13,
2002 (which is not incorporated by reference
in this AD); or Revision 1, dated March 31,
2005: Within 3,000 flight cycles after the time
limited repair is installed, or within 500
flight cycles after the effective date of the AD,
whichever occurs later, do a detailed
inspection for loose fasteners, in accordance
with paragraph 3.B.4. of the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010. Repeat the inspection thereafter at
intervals not to exceed 3,000 flight cycles
until the permanent repair is installed in
accordance with paragraph (t)(3) of this AD.
If any loose fasteners are found, before
further flight, replace the fasteners with new
fasteners of the same type and size, as
specified in Figures 6, 35, and 36, as
applicable, of Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010.
(3) For airplanes on which time-limited
repairs have been installed as specified in
Boeing Special Attention Service Bulletin
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
737–53–1234, dated June 13, 2002 (which is
not incorporated by reference in this AD); or
Revision 1, dated March 31, 2005; except
airplanes on which the permanent repair has
been installed before the effective date of this
AD as specified in Boeing Special Attention
Service Bulletin 737–53–1234, dated June 13,
2002, or Revision 1, dated March 31, 2005;
before the effective date of this AD: Within
6,000 flight cycles after the time-limited
repair is installed, or within 1,000 flight
cycles after the effective date of this AD,
whichever occurs later, make the repair
permanent by replacing the blind fasteners in
the time-limited repair with solid rivets, and
install internal tear strap doublers, in
accordance with paragraph 3.B.4. of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1234, Revision 2,
dated November 24, 2010, except as provided
by paragraph (v)(2) of this AD.
(u) New Action Not in Accomplishment
Instructions of Service Information
If any crack is found after the time-limited
or permanent repair is installed, and Boeing
Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010,
specifies to contact Boeing for appropriate
action: Before further flight, repair the crack
using a method approved in accordance with
the procedures specified in paragraph (x) of
this AD.
(v) Exceptions to Boeing Alert Service
Bulletin 737–53A1234, Revision 2, Dated
November 24, 2010
(1) Where paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010,
specifies a compliance time relative to the
‘‘release of Revision 2 of this service
bulletin,’’ this AD requires compliance
within the specified compliance time after
the effective date of this AD.
(2) Where Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010, specifies to contact Boeing for
appropriate action: Before further flight,
repair the cracking using a method approved
in accordance with the procedures specified
in paragraph (x) of this AD.
(3) Although Boeing Alert Service Bulletin
737–53A1234, Revision 2, dated November
24, 2010, specifies reporting certain
information to Boeing, this AD does not
require that action.
(w) Post-Repair Inspections Not Required
The post-repair inspection specified in
Table 7 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010, is not
required by this AD.
Note 2 to paragraph (w) of this AD: The
damage tolerance inspections specified in
Table 7 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1234,
Revision 2, dated November 24, 2010, may be
used in support of compliance with section
121.1109(c)(2) or 129.109(c)(2) of the Federal
Aviation Regulations (14 CFR 121.1109(c)(2)
or 14 CFR 129.109(c)(2)). The corresponding
actions specified in the Accomplishment
Instructions and Figures 40 and 41 of Boeing
Alert Service Bulletin 737–53A1234,
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Federal Register / Vol. 78, No. 1 / Wednesday, January 2, 2013 / Rules and Regulations
Revision 2, dated November 24, 2010, are not
required in this AD.
(x) 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
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
to make those findings. For a repair method
to be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously in
accordance with AD 2005–13–27,
Amendment 39–14164 (70 FR 36821, June
27, 2005), are approved as AMOCs for the
corresponding requirements in this AD.
(4) The following service information was
approved for IBR on August 1, 2005 (70 FR
36821, June 27, 2005).
(i) Boeing Special Attention Service
Bulletin 737–53–1234, Revision 1, dated
March 31, 2005.
(ii) Reserved.
(5) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P. O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207; telephone
206–544–5000, extension 1; fax 206–766–
5680; Internet https://
www.myboeingfleet.com.
(6) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221.
(7) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on
December 12, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–30924 Filed 12–31–12; 8:45 am]
BILLING CODE 4910–13–P
(y) Related Information
(1) For more information about this AD,
contact Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; phone: (425) 917–6447; fax: (425) 917–
6590; email: wayne.lockett@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, 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.
tkelley on DSK3SPTVN1PROD with
(z) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(3) The following service information was
approved on February 6, 2013.
(i) Boeing Alert Service Bulletin 737–
53A1234, Revision 2, dated November 24,
2010.
(ii) Reserved.
VerDate Mar<15>2010
16:06 Dec 31, 2012
Jkt 229001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0999; Directorate
Identifier 2012–NM–049–AD; Amendment
39–17300; AD 2012–26–05]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Airbus Model A330–200 Freighter series
airplanes, Model A330–200 series
airplanes, Model A330–300 series
airplanes, Model A340–200 series
airplanes, and Model A340–300 series
airplanes. This AD was prompted by a
report of an in-flight turn back after the
nose landing gear (NLG) did not retract
after take-off. This AD requires
repetitive overhaul of the NLG
retraction actuator. We are issuing this
AD to prevent failure of the retraction
actuator, which could cause collapse of
SUMMARY:
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
15
the NLG after touchdown and possible
injury to flightcrew and passengers.
DATES: This AD becomes effective
February 6, 2013.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of February 6, 2013.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue SE.,
Washington, DC.
FOR FURTHER INFORMATION CONTACT:
Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
98057–3356; telephone (425) 227–1138;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on September 24, 2012 (77 FR
58789). That NPRM proposed to correct
an unsafe condition for the specified
products. The Mandatory Continuing
Airworthiness Information (MCAI)
states:
An A330 aeroplane experienced an inflight turn back due to inability to retract the
NLG [nose landing gear] after take-off.
The subsequent technical investigations
revealed that the NLG retraction actuator eyeend fitting was detached from the retraction
actuation rod, that both the eye-end male
threads and piston rod female threads were
almost completely stripped, and that there
was evidence of significant corrosion on
these parts. Further investigations have
shown that corrosion caused the retraction
actuator eye failure.
This condition, if not corrected, could lead
to NLG collapse after touchdown, potentially
resulting in damage to the aeroplane and
injury to its occupants.
For the reasons described above, this
[European Aviation Safety Agency (EASA)]
AD requires accomplishment of an overhaul
of the NLG retraction actuator. This [EASA]
AD also defines the Time Between Overhaul
(TBO) for the NLG retraction actuator to be
10 years.
You may obtain further information by
examining the MCAI in the AD docket.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM (77
FR 58789, September 24, 2012) or on the
determination of the cost to the public.
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]]>Agencies
[Federal Register Volume 78, Number 1 (Wednesday, January 2, 2013)]
[Rules and Regulations]
[Pages 9-15]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-30924]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-1419; Directorate Identifier 2010-NM-281-AD;
Amendment 39-17297; AD 2012-26-02]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding an existing airworthiness directive (AD)
for certain The Boeing Company Model 737-300, -400, and -500 series
airplanes. That AD currently requires repetitive inspections for
cracking of the crown area of the fuselage skin, and corrective actions
if necessary. This new AD adds repetitive inspections for cracking
using different inspection methods and inspecting additional areas, and
corrective actions if necessary. This new AD also requires additional
repairs to previously repaired areas and repetitive inspections for
loose fasteners and replacement if necessary in certain previously
repaired areas. This AD also reduces certain compliance times and
extends certain other compliance times. This AD was prompted by
additional reports of
[[Page 10]]
cracking at the horizontal chem-mill steps away from the lap joints
over the entire crown area, and vertical chem-mill cracks adjacent to
the butt joints. We are issuing this AD to detect and correct fatigue
cracking of the fuselage skin, which could cause the fuselage skin to
fracture and fail, and result in rapid decompression of the airplane.
DATES: This AD is effective February 6, 2013.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of February 6,
2013.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of August
1, 2005 (70 FR 36821, June 27, 2005).
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; 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 AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (phone: 800-647-5527) is Document Management Facility,
U.S. Department of Transportation, Docket Operations, M-30, West
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: (425) 917-
6447; fax: (425) 917-6590; email: wayne.lockett@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2005-13-27, Amendment 39-14164 (70 FR 36821,
June 27, 2005). That AD applies to the specified products. The NPRM
published in the Federal Register on January 19, 2012 (77 FR 2669).
That NPRM proposed to continue to require repetitive inspections for
cracking of the crown area of the fuselage skin, and corrective actions
if necessary. That NPRM also proposed to add repetitive inspections for
cracking using different inspection methods and would inspect
additional areas, and corrective actions if necessary. That NPRM also
proposed to require additional repairs to previously repaired areas and
repetitive inspections for loose fasteners and replacement if necessary
in certain previously repaired areas. That NPRM also proposed to reduce
certain compliance times and extend certain other compliance times.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(77 FR 2669, January 19, 2012) and the FAA's response to each comment.
Concurrence With NPRM (77 FR 2669, January 19, 2012)
The National Transportation Safety Board stated that it fully
supports the NPRM (77 FR 2669, January 19, 2012).
Request To Correct References to Repair Instructions
Boeing asked that we revise the NPRM (77 FR 2669, January 19, 2012)
to correct references to certain repair instructions. Boeing stated
that paragraph (n)(2)(iii) of the NPRM specifies converting the time-
limited repair into a permanent repair by doing the permanent repair
specified in paragraph (n)(1) of the NPRM. Boeing noted that paragraph
(n)(1) of the NPRM specifies installing a permanent repair in
accordance with ``Part 2'' of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1234, Revision 2, dated November 24,
2010; however, Part 2 does not give instructions for changing the time-
limited repair to a permanent repair. Boeing stated that paragraph
(t)(2) of the NPRM also incorrectly refers to converting the time-
limited repair into a permanent repair by doing the permanent repair
specified in paragraph (n)(1) of the NPRM.
Boeing stated that the correct instructions for converting the
time-limited repair to a permanent repair are specified in Part 4 of
the Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1234, Revision 2, dated November 24, 2010, and added that paragraphs
(n)(2)(iii) and (t)(2) of the NPRM (77 FR 2669, January 19, 2012)
should specify doing the permanent repair in accordance with Part 4 of
the Accomplishment Instructions of that service information.
We agree that the reference to paragraph (n)(1) of this AD for
doing the permanent repair identified in paragraphs (n)(2)(iii) and
(t)(2) of this AD is incorrect. We have changed paragraph (n)(2)(iii)
of this AD to specify doing the permanent repair in accordance with
Part 4 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1234, Revision 2, dated November 24, 2010. In addition,
we have changed paragraph (t)(2) of this AD to refer to paragraph
(t)(3) of this AD for the permanent repair. Paragraph (t)(3) of this AD
specifies doing the permanent repair in accordance with paragraph
3.B.4. (i.e., Part 4) of the service information.
Request To Remove Certain Terminating Action
Boeing asked that we delete the last sentence in paragraph (t)(1)
of the NPRM (77 FR 2669, January 19, 2012), which specified that
installation of internal tear strap doublers would terminate the
inspections required by paragraph (m) of the NPRM. Boeing stated that
this sentence is not necessary because there are no inspection
requirements in paragraph (m) of the NPRM for the areas covered by
permanent repairs installed without tear strap doublers.
We agree with the commenter for the reason provided. We have
deleted the referenced sentence in paragraph (t)(1) of this AD.
Request To Add Certain Terminating Action Language
Southwest Airlines (SWA) asked that we add language to paragraphs
(n) and (s) of the NPRM (77 FR 2669, January 19, 2012), specifying that
repairs installed in accordance with paragraphs (n) and (s) of the NPRM
terminate the inspections required by paragraphs (m), (o), (p), and (q)
of the NPRM.
We partially agree with the commenter's request. The repetitive
inspections may be terminated after a time-limited or permanent repair
has been installed, for the repaired area only. We note that paragraph
(n) of this AD specifies that doing a permanent repair terminates the
inspections specified in paragraph (m) of this AD for the repaired area
only. We also note that paragraph (n) of this AD does not terminate
paragraphs (o), (p), and (q) of this AD. Accomplishing paragraph (s) of
this AD terminates the inspections
[[Page 11]]
required by paragraphs (o), (p), and (q) of this AD. We have changed
paragraph (s) of this AD accordingly.
Request To Include Additional Service Information
SWA asked that we include the internal inspection procedure
specified in Boeing 737 Nondestructive Test (NDT) Manual, Part 6,
Chapter 53-30-20, as an acceptable method for accomplishing the
inspections in areas covered by non-terminating repairs as required by
paragraphs (m), (o), (p), and (q) of the NPRM (77 FR 2669, January 19,
2012). SWA stated that the inspection procedure in the NDT manual has
been previously approved as an alternative inspection method for
paragraph (s) of AD 2005-13-27, Amendment 39-14164 (70 FR 36821, June
27, 2005), in areas covered by an existing repair that do not meet the
terminating repair specified in the compliance tables in Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010.
We disagree with the commenter's request. Operators may submit a
request for approval of an alternative method of compliance (AMOC) to
use the inspection procedure specified in the NDT manual for
accomplishing the inspections in areas covered by non-terminating
repairs, as specified in paragraph (x) of this AD. We have not changed
this AD in this regard.
Request To Change Compliance Time
SWA asked that we change the compliance time for the inspections
proposed by paragraphs (g), (m), (o), (p), and (q) of the NPRM (77 FR
2669, January 19, 2012) from ``total flight cycles'' to ``flight cycles
since panel replacement'' for airplanes on which fuselage crown skin
panels that were replaced in accordance with Boeing Service Bulletin
737-53-1306, dated September 22, 2010; Revision 1, dated March 17,
2011; or Revision 2, dated October 25, 2011. SWA stated that this
modification replaces crown skin panels with new skin panels, and the
new skin panels should have a threshold ``from panel replacement,'' and
not ``total airplane cycles.'' SWA added that accomplishing Boeing
Service Bulletin 737-53-1306, original issue, Revision 1, or Revision 2
has been approved previously as an AMOC to certain requirements in
multiple ADs; including AD 2005-13-27, Amendment 39-14164 (70 FR 36821,
June 27, 2005), which is being superseded by the NPRM. SWA stated that
the AMOC provides approval for changes in compliance time from total
flight cycles to cycles since panel replacement.
We do not agree with the commenter's request to change paragraphs
(g), (m), (o), (p), and (q) of this AD. The existing AMOC discussed by
the commenter is approved for the restated requirements of this AD,
including paragraph (g) of this AD. Due to the extent of the
replacement specified in Boeing Service Bulletin 737-53-1306, dated
September 22, 2010; Revision 1, dated March 17, 2011; or Revision 2,
dated October 25, 2011, and the number of ADs that affect that
replacement, we have determined that clarification of the AMOCs for all
these ADs should be provided in a separate AMOC letter. This will
ensure that multiple parties (e.g., Flight Standards, Maintenance
Repair and Overhaul facilities (MROs), and operators) have access to
the approval information for the replacement in one document. We have
made no change to this AD in this regard.
Request for Alternate Option for Inspections
SWA asked that we revise the NPRM (77 FR 2669, January 19, 2012) to
allow the inspections in paragraph (w) of the NPRM as an alternate
option for the permanent repairs required by paragraph (t) of the NPRM
for airplanes on which internal tear strap doublers were not installed.
SWA stated that permanent repairs installed in accordance with Boeing
Special Attention Service Bulletin 737-53-1234, dated June 13, 2001; or
Revision 1, dated March 31, 2005; have been evaluated and determined to
meet the damage tolerance requirements of part 26 of the Federal
Aviation Regulations (14 CFR Part 26), as indicated in Figure 41 of
Boeing Alert Service Bulletin 737-53A1234, Revision 2, dated November
24, 2010. SWA added that accomplishing the post-repair inspections in
accordance with Figure 41, at the time specified in Table 7 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-
53A1234, Revision 2, dated November 24, 2010, should be considered an
alternate option to the requirements in paragraph (t) of the NPRM.
We do not agree with the commenter's request. The 60,000-flight-
cycle threshold for the post-repair inspection addresses the critical
outer fastener row installed with the repair doubler, and does not
address the area of the tear strap doubler installed in accordance with
paragraph (t)(1) of this AD. We have made no change to this AD in this
regard.
Request To Provide Clarification
SWA asked that we provide clarification whether the notes in
paragraph 3.B. of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010, are
applicable to paragraphs (m), (o), (p), and (q) of the NPRM (77 FR
2669, January 19, 2012).
We agree to provide clarification. The notes specified in paragraph
3.A., ``General Information,'' and paragraph 3.B., ``Work
Instructions,'' of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010,
apply to all the sub-paragraphs of the Accomplishment Instructions,
including the actions that correspond to the requirements of paragraphs
(m), (o), (p), and (q) of this AD. We have made no change to this AD in
this regard.
Explanation of Change to This AD
We have revised the heading for and the wording in paragraph (l) of
this AD; this change has not changed the intent of that paragraph.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously--and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (77 FR 2669, January 19, 2012) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (77 FR 2669, January 19, 2012).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.
Costs of Compliance
We estimate that this AD affects 109 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
[[Page 12]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Cost per product Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Inspection (retained actions from 94 work-hours x $85 $7,990 per inspection $870,910
AD 2005-13-27, Amendment per hour = $7,990. cycle.
39[dash]14164 (70 FR 36821, June
27, 2005)).
New NDI (non-destructive Up to 390 work-hours Up to $33,150 per Up to $3,613,350.
inspection) Inspections (medium x $85 per hour = inspection cycle.
frequency eddy current, magneto $33,150.
optical imaging, C-scan, or
ultrasonic phased array).
Install internal tear strap Up to 30 Up to $2,550......... Up to $277,950.
doublers (for airplanes on which work[dash]hours x
permanent repair was already done). $85 per hour =
$2,550.
Inspection for loose fasteners (for 1 work-hour x $85 per $85.................. $9,265.
airplanes on which temporary hour = $85.
repair was already done)[sup1].
Install permanent repair (for Up to 48 Up to $4,080......... Up to $444,720.
airplanes on which temporary work[dash]hours x
repair was already done)[sup1]. $85 per hour =
$4,080.
Inspection adjacent to lap joint 3 work-hours x $85 $255................. $27,795.
repair[sup1]. per hour = $255.
----------------------------------------------------------------------------------------------------------------
\1\ The cost for this action is for one typical repair only.
We estimate the following costs to do any necessary repairs that
would be required based on the results of the inspection. We have no
way of determining the number of aircraft that might need these
repairs:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Repair \1\.......................... 209 work-hours x $85 None................... $17,765.
per hour = $17,765.
----------------------------------------------------------------------------------------------------------------
\1\ Repair cost estimate is for one typical repair only.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing airworthiness directive (AD)
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005), and adding
the following new AD:
2012-26-02 The Boeing Company: Amendment 39-17297; Docket No. FAA-
2011-1419; Directorate Identifier 2010-NM-281-AD.
(a) Effective Date
This airworthiness directive (AD) is effective February 6, 2013.
(b) Affected ADs
This AD supersedes AD 2005-13-27, Amendment 39-14164 (70 FR
36821, June 27, 2005).
(c) Applicability
This AD applies to The Boeing Company Model 737-300, -400, and -
500 series airplanes, certificated in any category, as identified in
Boeing Alert Service Bulletin 737-53A1234, Revision 2, dated
November 24, 2010.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of cracking at the horizontal
chem-mill steps away from the lap joints over the entire crown area,
and vertical chem-mill cracks adjacent to the butt joints. We are
issuing this AD to detect and correct fatigue cracking of the
fuselage skin, which could cause the fuselage skin to fracture and
fail, and result in rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
[[Page 13]]
(g) Retained Initial Inspections
This paragraph restates the requirements of paragraph (g) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005). At the
later of the times specified in paragraphs (g)(1) and (g)(2) of this
AD, perform detailed and eddy current inspections for cracking of
the crown area of the fuselage skin in accordance with Part 1,
including the ``Note,'' of the Work Instructions of Boeing Special
Attention Service Bulletin 737-53-1234, Revision 1, dated March 31,
2005, except as provided by paragraph (j) of this AD. Doing the
inspections required by paragraph (m) of this AD terminates the
inspections required by this paragraph for the corresponding
inspection areas.
(1) Before the accumulation of the applicable total flight
cycles specified in the ``Threshold'' column of Table 1 of Figure 1
of Boeing Special Attention Service Bulletin 737-53-1234, Revision
1, dated March 31, 2005.
(2) Within 4,500 flight cycles after August 1, 2005 (the
effective date of AD 2005-13-27, Amendment 39-14164 (70 FR 36821,
June 27, 2005).
(h) Retained Repetitive Inspections
This paragraph restates the requirements of paragraph (h) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005). Repeat
either the detailed or eddy current inspections specified in
paragraph (g) of this AD at the applicable intervals specified in
paragraph (h)(1) or (h)(2) of this AD until paragraph (i)(1) or
(i)(2) of this AD has been done, as applicable. Doing the inspection
required by paragraph (m) of this AD terminates the inspections
required by this paragraph for the corresponding inspection area.
(1) Repeat the detailed inspections thereafter at intervals not
to exceed 1,200 flight cycles.
(2) Repeat the eddy current inspections thereafter at intervals
not to exceed 3,000 flight cycles.
(i) Retained Permanent or Time-Limited Repair for Cracking Found During
Inspections
This paragraph restates the requirements of paragraph (i) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005). If any
cracking is found during any inspection required by paragraph (g) or
(h) of this AD, do the actions specified in paragraph (i)(1) or
(i)(2) of this AD, in accordance with Boeing Special Attention
Service Bulletin 737-53-1234, Revision 1, dated March 31, 2005,
except as provided by paragraphs (j) and (k) of this AD.
(1) Before further flight, do a permanent repair (including
related investigative actions and applicable corrective actions) in
accordance with Part 2 of the Work Instructions of Boeing Special
Attention Service Bulletin 737-53-1234, Revision 1, dated March 31,
2005. Doing a permanent repair ends the repetitive inspections
required by paragraph (h) of this AD for the repaired area only.
(2) Do the actions specified in paragraphs (i)(2)(i) and
(i)(2)(ii) of this AD at the time specified in the applicable
paragraph. Doing a time-limited repair ends the repetitive
inspections required by paragraph (h) of this AD for the repaired
area only.
(i) Before further flight, do a time-limited repair (including
related investigative actions and applicable corrective actions) in
accordance with Part 3 of the Work Instructions of Boeing Special
Attention Service Bulletin 737-53-1234, Revision 1, dated March 31,
2005.
(ii) At the times specified in Figure 8 of Boeing Special
Attention Service Bulletin 737-53-1234, Revision 1, dated March 31,
2005, do the related investigative and corrective actions in
accordance with Part 3 of the Work Instructions of Boeing Special
Attention Service Bulletin 737-53-1234, Revision 1, dated March 31,
2005.
(j) Retained Provision for Repair per FAA
This paragraph restates the requirements of paragraph (j) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005). Where
Boeing Special Attention Service Bulletin 737-53-1234, Revision 1,
dated March 31, 2005, specifies to contact Boeing for appropriate
action: Before further flight, repair according to a method approved
by the Manager, Seattle Aircraft Certification Office (ACO), FAA; or
according to data meeting the certification basis of the airplane
approved by an Authorized Representative for the Boeing Delegation
Option Authorization Organization who has been authorized by the
Manager, Seattle ACO, to make those findings; or using a method
approved in accordance with the procedures specified in paragraph
(x) of this AD. For a repair method to be approved, the approval
must specifically reference this AD.
(k) Retained Provision, Reporting Not Required
This paragraph restates the provisions of paragraph (k) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005).
Although Boeing Special Attention Service Bulletin 737-53-1234,
Revision 1, dated March 31, 2005, specifies reporting certain
information to Boeing, this AD does not require that action.
(l) Retained Credit for Previous Actions
This paragraph restates the requirements of paragraph (l) of AD
2005-13-27, Amendment 39-14164 (70 FR 36821, June 27, 2005). Actions
done before August 1, 2005, in accordance with Boeing Special
Attention Service Bulletin 737-53-1234, dated June 13, 2002 (which
is not incorporated by reference in this AD), are acceptable for
compliance with the corresponding actions required by paragraphs
(g), (h), and (i) of this AD.
(m) New Fuselage Skin Inspections at Chem-Mill Steps Common to Lap
Joints
Except as provided by paragraph (v)(1) of this AD, at the
applicable time specified in Tables 1 and 2 of paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010: Do a non-destructive inspection
(NDI) (medium frequency eddy current, magneto optical imaging, C-
scan, or ultrasonic phased array) for horizontal chem-mill cracking
above the S-4 and S-10 lap joints, in accordance with paragraph
3.B.1.a. of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1234, Revision 2, dated November 24, 2010, except as
provided by paragraph (r) of this AD. Repeat the applicable
inspections thereafter at intervals not to exceed those specified in
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
737-53A1234, Revision 2, dated November 24, 2010. Accomplishment of
the inspections required by this paragraph terminates the
requirements of paragraphs (g) and (h) of this AD for the
corresponding inspection areas.
Note 1 to paragraph (m) of this AD:
Option 1 of Boeing Alert Service Bulletin 737-53A1234, Revision
2, dated November 24, 2010, specifies doing one of the following
NDI: Medium frequency eddy current inspection, magneto optical
imaging inspection, or C-scan inspection. Option 2 specifies doing
one NDI--an external ultrasonic phased array inspection. These
options have different compliance times after the initial
inspection.
(n) New Permanent or Time-Limited Repair for Cracking Found During
Inspections Required by Paragraph (m) of This AD
If any cracking is found during any inspection required by
paragraph (m) of this AD, do the actions specified in paragraph
(n)(1) or (n)(2) of this AD.
(1) Before further flight, do a permanent repair, including
related investigative actions and applicable corrective actions, in
accordance with Part 2 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1234, Revision 2, dated November 24,
2010, except as provided by paragraph (v)(2) of this AD. Doing a
permanent repair ends the repetitive inspections required by
paragraph (m) of this AD for the repaired area only.
(2) Do the actions specified in paragraphs (n)(2)(i),
(n)(2)(ii), and (n)(2)(iii) of this AD at the time specified in the
applicable paragraph. Doing a time-limited repair ends the
repetitive inspections required by paragraph (m) of this AD for the
repaired area only.
(i) Before further flight, do a time-limited repair, including
related investigative actions and applicable corrective actions, in
accordance with Part 4 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1234, Revision 2, dated November 24,
2010, except as provided by paragraph (v)(2) of this AD.
(ii) Within 3,000 flight cycles after the time-limited repair
was installed as specified in paragraph (n)(2)(i) of this AD, or
within 500 flight cycles after the effective date of this AD,
whichever occurs later, do a detailed inspection for loose
fasteners, in accordance with Part 4 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1234, Revision
2, dated November 24, 2010. Repeat the inspection thereafter at
intervals not to exceed 3,000 flight cycles until the permanent
repair required by paragraph (n)(2)(iii) of this AD is done. If any
loose fasteners are found, before further flight, replace the
fasteners with new fasteners of the same type and size, as specified
in Figures 6, 35, and 36 of Boeing
[[Page 14]]
Alert Service Bulletin 737-53A1234, Revision 2, dated November 24,
2010.
(iii) Within 6,000 flight cycles after the time-limited repair
was installed, as specified in paragraph (n)(2)(i) of this AD, do
the permanent repair, in accordance with Part 4 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1234, Revision 2, dated November 24, 2010, except as provided by
paragraph (v)(2) of this AD.
(o) New Fuselage Skin Inspections at Chem-Mill Steps Common to Shear
Wrinkle Areas
Except as provided by paragraph (v)(1) of this AD, at the
applicable time specified in Table 3 of paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010: Do an NDI (medium frequency
eddy current, magneto optical imaging, C-scan, or ultrasonic phased
array) for horizontal chem-mill cracking in the shear wrinkle areas,
in accordance with paragraph 3.B.1.b of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1234, Revision
2, dated November 24, 2010. Repeat the applicable inspections
thereafter at intervals not to exceed those specified in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010.
(p) New Fuselage Skin Inspections at Specified Vertical Chem-Mill Step
Locations
Except as provided by paragraph (v)(1) of this AD, at the
applicable time specified in Table 4 of paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010: Do an NDI (medium frequency
eddy current, magneto optical imaging, C-scan, or ultrasonic phased
array) for vertical chem-mill cracking at locations specified in,
and in accordance with paragraph 3.B.1.c. of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1234, Revision
2, dated November 24, 2010. Repeat the applicable inspections
thereafter at intervals not to exceed those specified in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010.
(q) New Fuselage Skin Inspections at Chem-Mill Steps in General Pocket-
to-Pocket Areas
Except as provided by paragraph (v)(1) of this AD, at the
applicable time specified in Tables 5 and 6 of paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010: Do an NDI (medium frequency
eddy current, magneto optical imaging, C-scan, or ultrasonic phased
array) for horizontal chem-mill cracking in general pocket-to-pocket
areas at specified locations in and in accordance with paragraphs
3.B.1.d., 3.B.1.e., and 3.B.1.f., as applicable, of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1234, Revision 2, dated November 24, 2010. Repeat the applicable
inspections thereafter at intervals not to exceed those specified in
Tables 5 and 6 of paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010.
(r) New Inspection Exception
For inspections required by paragraph (m) of this AD: It is not
necessary to inspect the chem-mill steps under an existing repair
installed using Boeing Special Attention Service Bulletin 737-53-
1234, dated June 13, 2002 (which is not incorporated by reference in
this AD); or Revision 1, dated March 31, 2005.
(s) New Repair of Cracking Found During Inspections Required by
Paragraphs (o) Through (q) of This AD
If any crack is found during any inspection required by
paragraph (o), (p), or (q) of this AD, before further flight, repair
the crack using a method approved in accordance with the procedures
specified in paragraph (x) of this AD. Doing this repair ends the
repetitive inspections required by paragraphs (o), (p), and (q) of
this AD for the repaired area only.
(t) New Actions for Airplanes on Which Repairs Have Been Done Using
Previous Service Information
(1) For airplanes on which permanent repairs have been done as
specified in Boeing Special Attention Service Bulletin 737-53-1234,
dated June 13, 2002 (which is not incorporated by reference in this
AD); or Revision 1, dated March 31, 2005; except airplanes on which
internal tear strap doublers were previously installed using a
repair plan approved using the procedures specified in paragraph (x)
of this AD: Within 6,000 flight cycles after the effective date of
this AD, install internal tear strap doublers, in accordance with
paragraph 3.B.3. of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010,
except as provided by paragraph (v)(2) of this AD.
(2) For airplanes on which time-limited repairs have been
installed as specified in Boeing Special Attention Service Bulletin
737-53-1234, dated June 13, 2002 (which is not incorporated by
reference in this AD); or Revision 1, dated March 31, 2005; except
airplanes on which the permanent repair has been installed before
the effective date of this AD as specified in Boeing Special
Attention Service Bulletin 737-53-1234, dated June 13, 2002 (which
is not incorporated by reference in this AD); or Revision 1, dated
March 31, 2005: Within 3,000 flight cycles after the time limited
repair is installed, or within 500 flight cycles after the effective
date of the AD, whichever occurs later, do a detailed inspection for
loose fasteners, in accordance with paragraph 3.B.4. of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1234, Revision 2, dated November 24, 2010. Repeat the inspection
thereafter at intervals not to exceed 3,000 flight cycles until the
permanent repair is installed in accordance with paragraph (t)(3) of
this AD. If any loose fasteners are found, before further flight,
replace the fasteners with new fasteners of the same type and size,
as specified in Figures 6, 35, and 36, as applicable, of Boeing
Alert Service Bulletin 737-53A1234, Revision 2, dated November 24,
2010.
(3) For airplanes on which time-limited repairs have been
installed as specified in Boeing Special Attention Service Bulletin
737-53-1234, dated June 13, 2002 (which is not incorporated by
reference in this AD); or Revision 1, dated March 31, 2005; except
airplanes on which the permanent repair has been installed before
the effective date of this AD as specified in Boeing Special
Attention Service Bulletin 737-53-1234, dated June 13, 2002, or
Revision 1, dated March 31, 2005; before the effective date of this
AD: Within 6,000 flight cycles after the time-limited repair is
installed, or within 1,000 flight cycles after the effective date of
this AD, whichever occurs later, make the repair permanent by
replacing the blind fasteners in the time-limited repair with solid
rivets, and install internal tear strap doublers, in accordance with
paragraph 3.B.4. of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010,
except as provided by paragraph (v)(2) of this AD.
(u) New Action Not in Accomplishment Instructions of Service
Information
If any crack is found after the time-limited or permanent repair
is installed, and Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010, specifies to contact Boeing for
appropriate action: Before further flight, repair the crack using a
method approved in accordance with the procedures specified in
paragraph (x) of this AD.
(v) Exceptions to Boeing Alert Service Bulletin 737-53A1234, Revision
2, Dated November 24, 2010
(1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 737-53A1234, Revision 2, dated November 24, 2010,
specifies a compliance time relative to the ``release of Revision 2
of this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(2) Where Boeing Alert Service Bulletin 737-53A1234, Revision 2,
dated November 24, 2010, specifies to contact Boeing for appropriate
action: Before further flight, repair the cracking using a method
approved in accordance with the procedures specified in paragraph
(x) of this AD.
(3) Although Boeing Alert Service Bulletin 737-53A1234, Revision
2, dated November 24, 2010, specifies reporting certain information
to Boeing, this AD does not require that action.
(w) Post-Repair Inspections Not Required
The post-repair inspection specified in Table 7 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1234,
Revision 2, dated November 24, 2010, is not required by this AD.
Note 2 to paragraph (w) of this AD:
The damage tolerance inspections specified in Table 7 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
737-53A1234, Revision 2, dated November 24, 2010, may be used in
support of compliance with section 121.1109(c)(2) or 129.109(c)(2)
of the Federal Aviation Regulations (14 CFR 121.1109(c)(2) or 14 CFR
129.109(c)(2)). The corresponding actions specified in the
Accomplishment Instructions and Figures 40 and 41 of Boeing Alert
Service Bulletin 737-53A1234,
[[Page 15]]
Revision 2, dated November 24, 2010, are not required in this AD.
(x) 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
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO to make
those findings. For a repair method to be approved, the repair must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.
(4) AMOCs approved previously in accordance with AD 2005-13-27,
Amendment 39-14164 (70 FR 36821, June 27, 2005), are approved as
AMOCs for the corresponding requirements in this AD.
(y) Related Information
(1) For more information about this AD, contact Wayne Lockett,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, Washington
98057-3356; phone: (425) 917-6447; fax: (425) 917-6590; email:
wayne.lockett@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, 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.
(z) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(3) The following service information was approved on February
6, 2013.
(i) Boeing Alert Service Bulletin 737-53A1234, Revision 2, dated
November 24, 2010.
(ii) Reserved.
(4) The following service information was approved for IBR on
August 1, 2005 (70 FR 36821, June 27, 2005).
(i) Boeing Special Attention Service Bulletin 737-53-1234,
Revision 1, dated March 31, 2005.
(ii) Reserved.
(5) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P. O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
(6) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221.
(7) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on December 12, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-30924 Filed 12-31-12; 8:45 am]
BILLING CODE 4910-13-P
