Airworthiness Directives; The Boeing Company Airplanes, 27010-27015 [2013-10006]
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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations
Issued in Kansas City, Missouri, on April
12, 2013.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2013–10758 Filed 5–8–13; 8:45 am]
BILLING CODE 4910–13–C
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–1068; Directorate
Identifier 2011–NM–073–AD; Amendment
39–17443; AD 2013–09–02]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding two
existing airworthiness directives (AD)
that apply to certain The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes.
Those ADs, for certain airplanes,
currently require repetitive inspections
of the flap track of the wing outboard
flap, and corrective actions if necessary;
and eventual rework of the flap track
assembly and rear spar attachments. For
certain airplanes, this new AD adds
repetitive inspections, scheduled
overhauls, correct alignment during
installation, and repetitive maintenance
of the flap track, and corrective actions
if necessary. This new AD also adds
airplanes to the applicability. This AD
was prompted by reports that the work
sequence and procedures used during
installation of replacement tracks could
cause loose or cracked tracks. We are
issuing this AD to detect and correct
cracking and damage in the flap track,
which could cause loss of the outboard
trailing edge flap and consequent
reduced controllability of the airplane.
DATES: This AD is effective June 13,
2013.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of June 13, 2013.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of April 22, 2002 (67 FR
11891, March 18, 2002).
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of January 2, 2001 (65 FR
78913, December 18, 2000).
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SUMMARY:
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For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may
review copies of the referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221.
ADDRESSES:
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:
Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA
98057–3356; phone: 425–917–6440; fax
425–917–6590; email:
nancy.marsh@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and AD 2002–05–
07, Amendment 39–12675 (67 FR
11891, March 18, 2002). Those ADs
apply to the specified products, and
require repetitive inspections of the flap
track of the wing outboard flap, and
corrective actions if necessary; and
eventual rework of the flap track
assembly and rear spar attachments. The
NPRM published in the Federal
Register on October 10, 2012 (77 FR
61542). The NPRM proposed to retain
all requirements of AD 2000–25–07 and
AD 2002–05–07. For certain airplanes,
the NPRM proposed to add repetitive
inspections, scheduled overhauls,
correct alignment during installation,
and repetitive maintenance of the flap
track, and corrective actions if
necessary. This new AD also adds
airplanes to the applicability.
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Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the proposal (77 FR 61542,
October 10, 2012) and the FAA’s
response to each comment.
Concurrence
Boeing and United concurred with the
content of the NPRM (77 FR 61542,
October 10, 2012).
Request To Change Text of Paragraph
(p)(3) of the NPRM (77 FR 61542,
October 10, 2012)
Alaska Airlines requested that we
change the text of paragraph (p)(3) of the
NPRM (77 FR 61542, October 10, 2012)
to revise the descriptions of the
inspection locations to be similar to the
instructions included in Boeing 737
Non Destructive Test (NDT) Manual Part
6, 57–50–06. The commenter suggested
that the existing wording in paragraph
(p)(3) of the NPRM contradicts the
instructions specified in Boeing 737
NDT Manual Part 6, 57–50–06.
We disagree with the request to
change the text of paragraph (p)(3) of
this AD. The inspections specified in
paragraph (p)(3) of this AD must be
done in accordance with paragraph
3.B.3., ‘‘Inspection—Track Webs and
Flanges,’’ of the Accomplishment
Instructions of Boeing Service Bulletin
737–57A1271, Revision 3, dated
February 13, 2012. The instructions for
accomplishing the eddy current
inspection required by paragraph (p)(3)
of this AD are detailed in Boeing 737
NDT Manual Part 6, 57–50–06, which is
an additional source of guidance. There
is no contradiction in the instructions.
No change has been made to the AD in
this regard.
Request for Revised Service
Information
Southwest Airlines requested that
Boeing Service Bulletin 737–57A1271,
Revision 3, dated February 13, 2012, be
revised to add missing necessary data to
support the rework requirements of
paragraphs (s) and (t) of the NPRM (77
FR 61542, October 10, 2012) for flap
track part number (P/N) 65C34809–3.
The commenter stated that paragraphs
(s) and (t) of the NPRM require doing
the corrective actions in accordance
with Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012. The commenter also stated that
Boeing Service Bulletin 737–57A1271,
Revision 3, dated February 13, 2012,
provides repair data, but the commenter
noted that not all repair data are
provided for flap track P/N 65C34809–
3. The commenter added that Boeing
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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations
Overhaul Manual 57–53–15, Figure 614,
‘‘Supplemental Track Overhaul
Instructions,’’ should be revised to add
minimum allowable dimensions T1
through T4, W, and maximum allowable
hole diameters d1, d2, and d3 for flap
track P/N 65C34809–3.
We disagree that any revised service
information is necessary to comply with
the requirements of this AD. While the
repair data for flap track P/N 65C34809–
3 is less extensive than for other tracks,
the information provided in Boeing
Service Bulletin 737–57A1271, Revision
3, dated February 13, 2012, is adequate
for this part. Since that flap track has
improved finishes, it is not expected to
wear in the same way as the other parts.
If this flap track requires repair or
rework that exceeds the data currently
provided, then operators may request
approval of new repair and rework
limits in accordance with paragraph (y)
of this AD. No change has been made to
the AD in this regard.
Request To Extend Compliance Time
Sky King, Inc. requested that we
extend the compliance time from 180
days to 24 months for airplanes with
flap tracks that are undocumented or
did not previously require inspection by
AD 2000–25–07, Amendment 39–12041
(65 FR 78913, December 18, 2000); or
AD 2002–05–07, Amendment 39–12675
(67 FR 11891, March 18, 2002). The
commenter stated that extending the
compliance time as requested will allow
the operator to inspect the flap tracks at
a more convenient interval, such as a
scheduled ‘‘C-check’’ maintenance
interval.
We disagree with the request to
extend the compliance time. The initial
inspection compliance time of 180 days
was selected to address potential safety
issues on flap tracks that have not been
inspected in accordance with AD 2000–
25–07, Amendment 39–12041 (65 FR
78913, December 18, 2000); or AD
2002–05–07, Amendment 39–12675 (67
FR 11891, March 18, 2002). The
commenter provided no data to support
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a request to extend the compliance time
for these airplanes.
In developing an appropriate
compliance time for this AD, we
considered not only the safety
implications, but the manufacturer’s
recommendations and the practical
aspect of accomplishing the inspection
within an interval of time that
corresponds to typical scheduled
maintenance for affected operators. We
consider that U.S. operators have had
ample time to consider initiating the
actions specified in Boeing Service
Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, cited in the
NPRM (77 FR 61542, October 10, 2012),
which this AD ultimately requires.
Under the provisions of paragraph (y) of
this AD, however, we will consider
requests for adjustments to the
compliance time if data are submitted to
substantiate that such an adjustment
would provide an acceptable level of
safety. No change has been made to the
AD in this regard.
Other Changes to the AD
Effect of Supplemental Type Certificate
(STC) for Winglet
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
61542, October 10, 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 61542,
October 10, 2012).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of the AD.
We have removed table 1 to paragraph
(g) from this AD; instead, we have
included the subject part numbers in
paragraphs (g)(4)(i) through (g)(4)(x) of
this AD. This change does not affect the
intent of that paragraph.
We have revised the second to last
sentence in paragraph (p) of this AD to
add references to paragraphs (l) and (m)
of this AD. Performing the inspections
required by paragraph (p) of this AD
terminates the requirements of
paragraphs (g), (j), (l), (m), and (n) of this
AD.
We have revised paragraph (s) of this
AD to clarify the requirements for a
damaged or corroded anti-fret strip.
We have revised paragraph (x)(3) of
this AD to correct the service bulletin
citation to Boeing Service Bulletin 737–
57A1271, Revision 2, dated January 17,
2011.
Conclusion
Aviation Partners Boeing stated that
the installation of winglets per STC
ST01219SE (https://rgl.faa.gov/
Regulatory_and_Guidance_Library/
rgstc.nsf/0/2C6E3DBDDD36
F91C862576A4005D64E2?
OpenDocument&Highlight=st01219se)
does not affect the accomplishment of
the manufacturer’s service instructions.
We have added paragraph (c)(2) to
this AD to state that installation of STC
ST01219SE does not affect the ability to
accomplish the actions required by this
AD. Therefore, for airplanes on which
STC ST01219SE is installed, a ‘‘change
in product’’ alternative method of
compliance (AMOC) approval request is
not necessary to comply with the
requirements of 14 CFR 39.17. For all
other AMOC requests, the operator must
request approval in accordance with the
procedures specified in paragraph (y) of
this AD.
Costs of Compliance
We estimate that this AD affects 570
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS
Cost per
product
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Labor cost
Detailed visual inspection [retained actions from existing
AD 2000–25–07, Amendment
39–12041 (65 FR 78913, December 18, 2000)].
Detailed visual, HFEC, and ultrasonic inspections [retained
actions from existing AD
2002–05–07, Amendment
39-12675 (67 FR 11891,
March 18, 2002)].
6 work-hours × $85 per hour =
$510.
$0
$510
290
$147,900.
4 work-hours × $85 per hour =
$340.
0
$340
1,100
$374,000.
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Frm 00011
Parts cost
Number of
airplanes
Action
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E:\FR\FM\09MYR1.SGM
09MYR1
Cost on U.S. operators
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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations
ESTIMATED COSTS—Continued
Action
Labor cost
Cost per
product
Parts cost
Detailed and eddy current inspections [new actions].
82 work-hours × $85 per hour =
$6,970 per inspection cycle.
0
Overhaul [new action] ...............
70 work-hours × $85 per hour =
$5,950 per overhaul cycle.
20,000
We have received no definitive data
that would enable us to provide cost
estimates for labor cost for repair, and
parts cost for repair and replacement for
the on-condition actions specified in
this AD. The labor cost of the
replacement is $1,360 (16 work-hours ×
$85 per hour). We have no way of
determining the number of aircraft that
might need these repairs/replacements.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
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Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) Will not have a significant
economic impact, positive or negative,
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Number of
airplanes
$6,970 per
inspection
cycle
$25,950 per
overhaul cycle
Cost on U.S. operators
570
$3,972,900 per
inspection cycle.
570
$14,791,500 per
overhaul cycle.
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
method of compliance (AMOC) approval
request is not necessary to comply with the
requirements of 14 CFR 39.17.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
(d) Subject
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2013–09–02 The Boeing Company:
Amendment 39–17443; Docket No.
FAA–2012–1068; Directorate Identifier
2011–NM–073–AD.
(a) Effective Date
This AD is effective June 13, 2013.
(b) Affected ADs
This AD supersedes ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002).
(c) Applicability
(1) This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category.
(2) Installation of Supplemental Type
Certificate (STC) ST01219SE (https://
rgl.faa.gov/Regulatory_and_
Guidance_Library/rgstc.nsf/0/
2C6E3DBDDD36F91C862576A4005D64E2?
OpenDocument&Highlight=st01219se) does
not affect the ability to accomplish the
actions required by this AD. Therefore, for
airplanes on which STC ST01219SE is
installed, a ‘‘change in product’’ alternative
Frm 00012
Fmt 4700
(e) Unsafe Condition
This AD was prompted by reports that the
work sequence and procedures used during
installation of replacement tracks installed in
accordance with AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); or AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002); could cause loose or cracked
tracks. We are issuing this AD to detect and
correct cracking and damage in the flap track,
which could cause loss of the outboard
trailing edge flap and consequent reduced
controllability of the airplane.
(f) Compliance
2. The FAA amends § 39.13 by
removing airworthiness directive (AD)
2000–25–07, Amendment 39–12041 (65
FR 78913, December 18, 2000); and AD
2002–05–07, Amendment 39–12675 (67
FR 11891, March 18, 2002); and adding
the following new AD:
■
PO 00000
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57, Wings.
Sfmt 4700
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Repetitive Inspections
This paragraph restates the inspections
required by paragraph (a) of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000), with added references to
a terminating action. For Model 737–100,
–200, and –200C series airplanes on which
the left- or right-hand inboard flap tracks of
the wing outboard flap have a part number
(P/N) listed in paragraphs (g)(4)(i) through
(g)(4)(x) of this AD: Do a detailed visual
inspection to detect damage (corrosion,
cracking) of the aft end of the left- and righthand inboard flap tracks of the wing
outboard flap, per Boeing All Operator
Message (AOM) M–7200–00–01854, dated
July 27, 2000, at the latest of the times
specified in paragraphs (g)(1), (g)(2), and
(g)(3) of this AD. Repeat the inspection
thereafter at intervals not to exceed 1,200
flight cycles. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) Within 30 days after January 2, 2001
(the effective date of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000)).
(2) Within 1,200 flight cycles after the last
documented inspection or overhaul of the aft
end of each flap track.
(3) Before the accumulation of 15,000 total
flight cycles.
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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations
(4) Boeing flap tracks subject to this AD are
identified in paragraphs (g)(4)(i) through
(g)(4)(x) of this AD.
(i) P/N 65–46428–9.
(ii) P/N 65–46428–15.
(iii) P/N 65–46428–17.
(iv) P/N 65–46428–19.
(v) P/N 65–46428–21.
(vi) P/N 65–46428–23.
(vii) P/N 65–46428–25.
(viii) P/N 65–46428–27.
(ix) P/N 65–46428–33.
(x) P/N 65–46428–35.
(h) Retained Definition
This paragraph restates the definition
specified by Note 2 of AD 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000). For the purposes of this
AD, a detailed visual inspection is defined
as: ‘‘An intensive visual examination of a
specific structural area, system, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate
by the inspector. Inspection aids such as a
mirror, magnifying lenses, etc., may be used.
Surface cleaning and elaborate access
procedures may be required.’’
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(i) Retained Corrective Actions
This paragraph restates the corrective
actions required by paragraph (b) of AD
2000–25–07, Amendment 39–12041 (65 FR
78913, December 18, 2000), with added
reference to the Boeing Commercial
Airplanes Organization Designation
Authorization (ODA). If any damage
(corrosion, cracking) is detected during any
inspection required by paragraph (g) of this
AD, before further flight, repair or rework the
flap track per the ‘‘Repair and Rework
Instructions’’ specified in Boeing AOM M–
7200–00–01854, dated July 27, 2000. Where
that AOM specifies that the manufacturer
may be contacted for disposition of certain
corrective actions (i.e., repair and/or rework
of the flaps), this AD requires such repair
and/or rework to be done using a method
approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or using
data meeting the type certification basis of
the airplane approved by a Boeing Company
designated engineering representative (DER)
or the Boeing Commercial Airplanes ODA
that has been authorized by the Manager,
Seattle ACO, to make such findings. For a
repair method to be approved by the ODA,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD. For a repair
method to be approved by the Manager,
Seattle ACO, as required by this paragraph,
the Manager’s approval letter must
specifically reference this AD.
(j) Retained Initial Inspections
This paragraph restates the initial
inspections required by paragraph (a) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002), with added
references to terminating action. For Model
737–100, –200, and –200C series airplanes
with line numbers (L/N) 1 through 869
inclusive, and those airplanes with L/Ns 870
through 1585 inclusive, which either still
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have their original flap tracks or which have
had the original flap tracks replaced with
certain tracks as specified in Boeing Service
Bulletin 737–57A1249, Revision 1, including
Appendix A, dated June 1, 2000; except
airplanes on which any replacement flap
tracks were installed as specified in Boeing
Service Bulletin 737–57–1203, dated
November 15, 1990, or production
equivalent: Within 6 months after April 22,
2002 (the effective date of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002)), accomplish the requirements of
paragraphs (j)(1) and (j)(2) of this AD,
according to Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) Perform a detailed visual inspection for
discrepancies (e.g., corrosion, or missing,
damaged, or migrated anti-fret strips and
tapered shims) of the rear spar attachments
of the flap tracks.
(2) Perform detailed visual, high frequency
eddy current (HFEC), and ultrasonic
inspections for cracking in the upper flange
of the inboard track of each outboard flap at
the rear spar attachments.
(k) Retained Credit for Certain Previous
Actions
This paragraph restates the credit for
certain previously accomplished actions
specified by Note 3 of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). This paragraph provides credit for
the actions specified in paragraphs (j), (l),
(m), and (n) of this AD, if those actions were
performed before the effective date of this AD
using Boeing Alert Service Bulletin 737–
57A1249, including Appendix A, dated
December 16, 1999, which is not
incorporated by reference in this AD.
(l) Retained Repetitive Inspections of the
Rear Spar Attachment of the Flap Tracks
and Upper Flange of the Inboard Track of
Each Outboard Flap at the Rear Spar
Attachments
This paragraph restates the repetitive
inspections required by paragraph (b) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002). For airplanes subject
to the requirements of paragraph (j) of this
AD: If no discrepancy is found during any
inspection required by paragraph (j) of this
AD, thereafter, repeat the inspections
specified in paragraph (j) of this AD at
intervals not to exceed 9 months, until the
actions required by paragraph (m) or (p) of
this AD have been accomplished.
(m) Retained Rework
This paragraph restates the rework
required by paragraph (c) of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). For airplanes subject to the
requirements of paragraph (j) of this AD: At
the applicable time specified in paragraph
(m)(1) or (m)(2) of this AD, accomplish
rework of the flap track assembly and aft flap
track attachments (including removal of the
flap track; a detailed visual inspection for a
missing, damaged, or migrated anti-fret strip
and tapered shim of the rear spar attachments
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Sfmt 4700
27013
of the flap track; replacement of the anti-fret
strip with a new aluminum anti-fret strip (or
installation of an aluminum strip if no strip
is installed), as applicable; replacement of
the tapered shim with a new shim (or
installation of a shim if no shim is installed);
eddy current and ultrasonic inspections for
fatigue cracking of the flap tracks; a detailed
visual inspection for corrosion of the flap
tracks; and rework of attachment holes),
including replacement of the flap tracks, as
applicable, by accomplishing all actions
specified in Part II of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Do these actions
according to the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000, except as provided by
paragraph (o) of this AD. Accomplishment of
the actions required by this paragraph
terminates the repetitive inspections required
by paragraph (l) of this AD. Accomplishing
the requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) If no discrepancy is found during any
inspection required by paragraph (j) or (l) of
this AD: Do the rework within 24 months
after April 22, 2002 (the effective date of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002)).
(2) If any discrepancy is found during any
inspection required by paragraph (j) or (l) of
this AD: Do the rework prior to further flight.
(n) Retained Repetitive Inspections of the
Upper Flange of the Inboard Track of Each
Outboard Flap at the Rear Spar Attachments
This paragraph restates the repetitive
inspections required by paragraph (d) of AD
2002–05–07, Amendment 39–12675 (67 FR
11891, March 18, 2002). For Model 737–100,
–200, –200C, –300, –400, and –500 series
airplanes, except airplanes on which any
replacement flap tracks were installed as
specified in Boeing Service Bulletin 737–57–
1203, dated November 15, 1990, or
production equivalent: At the applicable time
specified in paragraph (n)(1) or (n)(2) of this
AD, and thereafter at least every 24 months,
perform detailed visual, HFEC, and
ultrasonic inspections for cracking in the
upper flange of the inboard track of each
outboard flap at the rear spar attachments,
according to Part I of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Accomplishing the
requirements of paragraph (p) of this AD
terminates the requirements of this
paragraph.
(1) For airplanes subject to paragraph (m)
of this AD, do the inspections within 10
years after accomplishment of the rework
according to paragraph (m) of this AD.
(2) For airplanes other than those
identified in paragraph (n)(1) of this AD, do
the inspections within 10 years since the
airplane’s date of manufacture, or within 6
months after April 22, 2002 (the effective
date of AD 2002–05–07, Amendment 39–
12675 (67 FR 11891, March 18, 2002)),
whichever occurs later.
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(o) Retained Repair Instructions and
Exception to Procedures in Service
Information
This paragraph restates the repair
instructions and exception to procedures
required by paragraph (e) of AD 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002). If any discrepancy is found during
any action required by paragraph (j), (l), or
(m) of this AD, and Boeing Service Bulletin
737–57A1249, Revision 1, including
Appendix A, dated June 1, 2000, specifies to
contact Boeing for appropriate action; or if
any discrepancy is found during inspections
according to paragraph (n) of this AD: Prior
to further flight, repair according to a method
approved by the Manager, Seattle ACO, FAA;
or according to data meeting the type
certification basis of the airplane approved
by a Boeing DER or Boeing Company ODA,
that has been authorized by the Manager,
Seattle ACO, to make such findings. For a
repair method to be approved by the ODA,
the repair must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD. For a repair
method to be approved by the Manager,
Seattle ACO, as required by this paragraph,
the approval letter must specifically
reference this AD.
tkelley on DSK3SPTVN1PROD with RULES
(p) New Inspection of Flap Track Web and
Flanges
For all airplanes: At the times specified in
paragraph (q) of this AD, do the inspections
specified in paragraphs (p)(1), (p)(2), (p)(3),
and (p)(4) of this AD, and do all applicable
corrective actions, in accordance with
paragraph 3.B.3., ‘‘Inspection—Track Webs
and Flanges,’’ of the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, except as required by paragraphs (r)
and (v) of this AD. Performing these
inspections terminates the requirements of
paragraphs (g), (j), (l), (m), and (n) of this AD.
Do all applicable corrective actions before
further flight.
(1) Detailed inspection for damage (cracks,
nicks, corrosion pits, galling, pieces broken
off) and stop-drill repairs along the full
length of the upper and lower flanges of the
flap track.
(2) Detailed inspection for damage,
cracking, and stop-drill repairs along the full
length of the track webs.
(3) Eddy current inspection for damage
(including cracking) of the flap track web and
flanges.
(4) Inspection to determine the part
number of the flap track assembly.
(q) New Compliance Time
At the latest of the applicable times
specified in paragraphs (q)(1), (q)(2), and
(q)(3) of this AD, do the actions required by
paragraph (p) of this AD.
(1) Within 96 months since the flap track
was new or overhauled, or prior to the
accumulation of 15,000 flight cycles on the
flap track since new or overhauled,
whichever occurs first.
(2) Within 180 days after the effective date
of this AD.
(3) Within 24 months after the most recent
inspection was performed using Part 1 of the
VerDate Mar<15>2010
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Accomplishment Instructions of Boeing Alert
Service Bulletin 737–57A1249, including
Appendix A, dated December 16, 1999; or
Boeing Service Bulletin 737–57A1249,
Revision 1, including Appendix A, dated
June 1, 2000.
(r) New Replacement
If, during any inspection required by
paragraph (p) of this AD, any flap track
assembly having P/N 65–46428–31 or 65–
46428–33 is found, before further flight,
replace the flap track assembly with a new
or serviceable flap track assembly, in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, except as required by paragraph (v) of
this AD.
(s) New Inspections of Flap-to-Wing
Attachment if Repairs Are Done or if No
Damage Is Found in Flap Track Web and
Flanges
For airplanes on which no damage is found
in the flanges or the web during any
inspection required by paragraph (p) of this
AD; and for airplanes on which a repair is
done during any corrective action required
by paragraph (p) of this AD: Before further
flight, do the inspections specified in
paragraphs (s)(1) through (s)(4) of this AD,
and do all applicable related investigative
and corrective actions, in accordance with
paragraphs 3.B.4., ‘‘Inspection—With Trackto-Wing Attachment Assembled,’’ and 3.B.5.,
‘‘Inspection—With Track-to-Wing
Attachment Disassembled,’’ of the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. If, during the
inspection required by paragraph (s)(1) of
this AD, an anti-fret strip is not found
installed, before further flight, do the related
investigative actions specified in the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012. If, during the
inspection required by paragraph (s)(1) of
this AD, an anti-fret strip is found with signs
of damage or corrosion, before further flight,
do all applicable corrective actions,
including making and installing a new antifret strip, in accordance with paragraph
3.B.5., ‘‘Inspection—With Track-to-Wing
Attachment Disassembled,’’ of the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. Do all applicable
related investigative and corrective actions
before further flight.
(1) Detailed inspection for signs of
movement between the tapered shim and
anti-fret strip, installation of the anti-fret
strip, and corrosion of the tapered shim and
anti-fret strip.
(2) Detailed inspection for signs of
movement, cracks and corrosion of the area
where the track is attached to the wing rear
spar.
(3) High frequency eddy current inspection
for cracking of the outboard edge of the track
adjacent to the outboard attach bolt.
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
(4) Ultrasonic inspection for cracking of the
inner edge of the track adjacent to the
outboard attach bolt.
(t) New Overhaul
Within 10,000 flight cycles on the flap
track or 48 months, whichever occurs first,
after accomplishing the inspection required
by paragraph (p) of this AD: Do an overhaul
of the flap track, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–57A1271, Revision 3,
dated February 13, 2012, except as required
by paragraph (v) of this AD. Repeat the
overhaul thereafter at intervals not to exceed
20,000 flight cycles on the flap track or 96
months, whichever occurs first.
(u) New Post-Overhaul Inspections
For airplanes on which any overhaul
required by paragraph (t) of this AD is done:
Do the inspections specified in paragraph (p)
of this AD within 10,000 flight cycles on the
flap track or 48 months after the most recent
overhaul, whichever occurs first. Repeat the
inspections specified in paragraph (p) of this
AD thereafter at intervals not to exceed
10,000 flight cycles on the flap track or 48
months, whichever occurs first; except that if
an overhaul required by paragraph (t) of this
AD is done, do the next inspection within
10,000 flight cycles or 48 months, whichever
occurs first, after the overhaul.
(v) Service Information Exception
Where Boeing Service Bulletin 737–
57A1271, Revision 3, dated February 13,
2012, specifies to contact Boeing for
appropriate action: Before further flight,
repair using a method approved in
accordance with the procedures specified in
paragraph (y) of this AD.
(w) New Parts Installation Prohibition
As of the effective date of this AD, no
person may install a flap track assembly,
P/N 65–46428–31 or 65–46428–33, on any
airplane.
(x) New Credit for Previous Actions in
Paragraphs (p) Through (t) of This AD
This paragraph provides credit for the
actions specified in paragraphs (p) through (t)
of this AD, if those actions were performed
before the effective date of this AD using the
service bulletin specified in paragraph (x)(1),
(x)(2), or (x)(3) of this AD.
(1) Boeing Alert Service Bulletin 737–
57A1271, dated September 11, 2003, which
is not incorporated by reference in this AD.
(2) Boeing Service Bulletin 737–57A1271,
Revision 1, dated July 30, 2008, which is not
incorporated by reference in this AD.
(3) Boeing Service Bulletin 737–57A1271,
Revision 2, dated January 17, 2011, which is
not incorporated by reference in this AD.
(y) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations
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 ODA that has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously in
accordance with ADs 2000–25–07,
Amendment 39–12041 (65 FR 78913,
December 18, 2000); and 2002–05–07,
Amendment 39–12675 (67 FR 11891, March
18, 2002); are approved as AMOCs for the
corresponding requirements of this AD.
tkelley on DSK3SPTVN1PROD with RULES
(z) Related Information
For more information about this AD,
contact Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6440; fax: 425–917–6590;
email: nancy.marsh@faa.gov.
(aa) 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 for IBR on June 13, 2013.
(i) Boeing Service Bulletin 737–57A1271,
Revision 3, dated February 13, 2012.
(ii) Reserved.
(4) The following service information was
approved for IBR on April 22, 2002 (67 FR
11891, March 18, 2002).
(i) Boeing Service Bulletin 737–57A1249,
Revision 1, including Appendix A, dated
June 1, 2000.
(ii) Reserved.
(5) The following service information was
approved for IBR on January 2, 2001 (65 FR
78913, December 18, 2000).
(i) Boeing All Operator Message M–7200–
00–01854, dated July 27, 2000.
(ii) Reserved.
(6) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com.
(7) You may view this service information
at 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.
(8) You may view this service information
that is incorporated by reference at the
VerDate Mar<15>2010
15:51 May 08, 2013
Jkt 229001
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 April 19,
2013.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2013–10006 Filed 5–8–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0808; Directorate
Identifier 2010–NM–170–AD; Amendment
39–17380; AD 2013–05–08]
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 and A330–300
series airplanes, and Model A340–200
and A340–300 series airplanes. This AD
was prompted by reports of an elevator
blocked in the down position due to two
independent failures; first, the inability
of a servo control to switch to active
mode because it was not detected by a
flight control computer; and second, an
internal hydraulic leak due to the
deterioration of an O-ring seal on a
solenoid. This AD requires, depending
on airplane configuration, modifying
three flight control primary computers
(FCPCs); modifying two flight control
secondary computers (FCSCs); revising
the airplane flight manual (AFM) to
include certain information; replacing
certain O-rings; and checking part
number and replacing certain O-ring
seals if needed. We are issuing this AD
to detect and correct O-rings with
incorrect part numbers whose
deterioration could lead to improper
sealing of solenoid valves; and to correct
FCPC and FCSC software to allow better
control of elevator positioning; both
conditions, if not corrected, could lead
to the loss of elevator control on takeoff,
and potentially reduce the
controllability of the airplane.
DATES: This AD becomes effective June
13, 2013.
SUMMARY:
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
27015
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of June 13, 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,
Washington 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 August 14, 2012 (77 FR
48469). That NPRM proposed to correct
an unsafe condition for the specified
products. The Mandatory Continuing
Airworthiness Information (MCAI)
states:
This [European Aviation Safety Agency
(EASA)] AD [2010–0081, dated April 27,
2010] deals with the two following points:
• Case of an elevator blocked in down
position due to two independent failures one
of which is hidden:
Each elevator is controlled by two servo
controls. In normal operation:
—one servo control in active mode controlled
by PRIM 1 (Green servo control),
—one servo control in damping mode
(Yellow or Blue servo control) monitored
by PRIM 2.
Change from active mode to damped mode
is obtained by means of a mode selector
which is controlled by two identical solenoid
valves housed on the servo control. The
sealing of each solenoid valve is ensured by
four O-ring seals.
During pre-flight control checks, the flight
crew of an A330–200 aeroplane observed that
one of the elevators was blocked in down
position, the ECAM [electronic centralized
aircraft monitor] screen displaying ‘‘F/CTL
PRIM 1 PITCH FAULT’’.
This condition was due to two
independent failures, one of which was
dormant, which occurred on one of the
elevators.
Investigations revealed that the origin of
the elevator malfunction was due to the
inability of the Yellow servo control to
switch to active mode.
This inability:
—was caused by an internal hydraulic leak
due to the deterioration of an O-ring seal
on a solenoid valve,
E:\FR\FM\09MYR1.SGM
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]]>Agencies
[Federal Register Volume 78, Number 90 (Thursday, May 9, 2013)]
[Rules and Regulations]
[Pages 27010-27015]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-10006]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-1068; Directorate Identifier 2011-NM-073-AD;
Amendment 39-17443; AD 2013-09-02]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding two existing airworthiness directives (AD)
that apply to certain The Boeing Company Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes. Those ADs, for certain airplanes,
currently require repetitive inspections of the flap track of the wing
outboard flap, and corrective actions if necessary; and eventual rework
of the flap track assembly and rear spar attachments. For certain
airplanes, this new AD adds repetitive inspections, scheduled
overhauls, correct alignment during installation, and repetitive
maintenance of the flap track, and corrective actions if necessary.
This new AD also adds airplanes to the applicability. This AD was
prompted by reports that the work sequence and procedures used during
installation of replacement tracks could cause loose or cracked tracks.
We are issuing this AD to detect and correct cracking and damage in the
flap track, which could cause loss of the outboard trailing edge flap
and consequent reduced controllability of the airplane.
DATES: This AD is effective June 13, 2013.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of June 13,
2013.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of April
22, 2002 (67 FR 11891, March 18, 2002).
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of
January 2, 2001 (65 FR 78913, December 18, 2000).
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
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: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6440; fax
425-917-6590; email: nancy.marsh@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); and AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). Those ADs apply to the specified products, and require
repetitive inspections of the flap track of the wing outboard flap, and
corrective actions if necessary; and eventual rework of the flap track
assembly and rear spar attachments. The NPRM published in the Federal
Register on October 10, 2012 (77 FR 61542). The NPRM proposed to retain
all requirements of AD 2000-25-07 and AD 2002-05-07. For certain
airplanes, the NPRM proposed to add repetitive inspections, scheduled
overhauls, correct alignment during installation, and repetitive
maintenance of the flap track, and corrective actions if necessary.
This new AD also adds airplanes to the applicability.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(77 FR 61542, October 10, 2012) and the FAA's response to each comment.
Concurrence
Boeing and United concurred with the content of the NPRM (77 FR
61542, October 10, 2012).
Request To Change Text of Paragraph (p)(3) of the NPRM (77 FR 61542,
October 10, 2012)
Alaska Airlines requested that we change the text of paragraph
(p)(3) of the NPRM (77 FR 61542, October 10, 2012) to revise the
descriptions of the inspection locations to be similar to the
instructions included in Boeing 737 Non Destructive Test (NDT) Manual
Part 6, 57-50-06. The commenter suggested that the existing wording in
paragraph (p)(3) of the NPRM contradicts the instructions specified in
Boeing 737 NDT Manual Part 6, 57-50-06.
We disagree with the request to change the text of paragraph (p)(3)
of this AD. The inspections specified in paragraph (p)(3) of this AD
must be done in accordance with paragraph 3.B.3., ``Inspection--Track
Webs and Flanges,'' of the Accomplishment Instructions of Boeing
Service Bulletin 737-57A1271, Revision 3, dated February 13, 2012. The
instructions for accomplishing the eddy current inspection required by
paragraph (p)(3) of this AD are detailed in Boeing 737 NDT Manual Part
6, 57-50-06, which is an additional source of guidance. There is no
contradiction in the instructions. No change has been made to the AD in
this regard.
Request for Revised Service Information
Southwest Airlines requested that Boeing Service Bulletin 737-
57A1271, Revision 3, dated February 13, 2012, be revised to add missing
necessary data to support the rework requirements of paragraphs (s) and
(t) of the NPRM (77 FR 61542, October 10, 2012) for flap track part
number (P/N) 65C34809-3. The commenter stated that paragraphs (s) and
(t) of the NPRM require doing the corrective actions in accordance with
Boeing Service Bulletin 737-57A1271, Revision 3, dated February 13,
2012. The commenter also stated that Boeing Service Bulletin 737-
57A1271, Revision 3, dated February 13, 2012, provides repair data, but
the commenter noted that not all repair data are provided for flap
track P/N 65C34809-3. The commenter added that Boeing
[[Page 27011]]
Overhaul Manual 57-53-15, Figure 614, ``Supplemental Track Overhaul
Instructions,'' should be revised to add minimum allowable dimensions
T1 through T4, W, and maximum allowable hole diameters d1, d2, and d3
for flap track P/N 65C34809-3.
We disagree that any revised service information is necessary to
comply with the requirements of this AD. While the repair data for flap
track P/N 65C34809-3 is less extensive than for other tracks, the
information provided in Boeing Service Bulletin 737-57A1271, Revision
3, dated February 13, 2012, is adequate for this part. Since that flap
track has improved finishes, it is not expected to wear in the same way
as the other parts. If this flap track requires repair or rework that
exceeds the data currently provided, then operators may request
approval of new repair and rework limits in accordance with paragraph
(y) of this AD. No change has been made to the AD in this regard.
Request To Extend Compliance Time
Sky King, Inc. requested that we extend the compliance time from
180 days to 24 months for airplanes with flap tracks that are
undocumented or did not previously require inspection by AD 2000-25-07,
Amendment 39-12041 (65 FR 78913, December 18, 2000); or AD 2002-05-07,
Amendment 39-12675 (67 FR 11891, March 18, 2002). The commenter stated
that extending the compliance time as requested will allow the operator
to inspect the flap tracks at a more convenient interval, such as a
scheduled ``C-check'' maintenance interval.
We disagree with the request to extend the compliance time. The
initial inspection compliance time of 180 days was selected to address
potential safety issues on flap tracks that have not been inspected in
accordance with AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); or AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). The commenter provided no data to support a request to
extend the compliance time for these airplanes.
In developing an appropriate compliance time for this AD, we
considered not only the safety implications, but the manufacturer's
recommendations and the practical aspect of accomplishing the
inspection within an interval of time that corresponds to typical
scheduled maintenance for affected operators. We consider that U.S.
operators have had ample time to consider initiating the actions
specified in Boeing Service Bulletin 737-57A1271, Revision 3, dated
February 13, 2012, cited in the NPRM (77 FR 61542, October 10, 2012),
which this AD ultimately requires. Under the provisions of paragraph
(y) of this AD, however, we will consider requests for adjustments to
the compliance time if data are submitted to substantiate that such an
adjustment would provide an acceptable level of safety. No change has
been made to the AD in this regard.
Effect of Supplemental Type Certificate (STC) for Winglet
Aviation Partners Boeing stated that the installation of winglets
per STC ST01219SE (https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/2C6E3DBDDD36F91C862576A4005D64E2?OpenDocument&Highlight=st01219se) does
not affect the accomplishment of the manufacturer's service
instructions.
We have added paragraph (c)(2) to this AD to state that
installation of STC ST01219SE does not affect the ability to accomplish
the actions required by this AD. Therefore, for airplanes on which STC
ST01219SE is installed, a ``change in product'' alternative method of
compliance (AMOC) approval request is not necessary to comply with the
requirements of 14 CFR 39.17. For all other AMOC requests, the operator
must request approval in accordance with the procedures specified in
paragraph (y) of this AD.
Other Changes to the AD
We have removed table 1 to paragraph (g) from this AD; instead, we
have included the subject part numbers in paragraphs (g)(4)(i) through
(g)(4)(x) of this AD. This change does not affect the intent of that
paragraph.
We have revised the second to last sentence in paragraph (p) of
this AD to add references to paragraphs (l) and (m) of this AD.
Performing the inspections required by paragraph (p) of this AD
terminates the requirements of paragraphs (g), (j), (l), (m), and (n)
of this AD.
We have revised paragraph (s) of this AD to clarify the
requirements for a damaged or corroded anti-fret strip.
We have revised paragraph (x)(3) of this AD to correct the service
bulletin citation to Boeing Service Bulletin 737-57A1271, Revision 2,
dated January 17, 2011.
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 61542, October 10, 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 61542, October 10, 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 570 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Cost per Number of
Action Labor cost Parts cost product airplanes Cost on U.S. operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
Detailed visual inspection [retained actions 6 work-hours x $85 per hour = $0 $510 290 $147,900.
from existing AD 2000-25-07, Amendment 39- $510.
12041 (65 FR 78913, December 18, 2000)].
Detailed visual, HFEC, and ultrasonic 4 work-hours x $85 per hour = 0 $340 1,100 $374,000.
inspections [retained actions from existing $340.
AD 2002-05-07, Amendment 39[dash]12675 (67
FR 11891, March 18, 2002)].
[[Page 27012]]
Detailed and eddy current inspections [new 82 work-hours x $85 per hour = 0 $6,970 per 570 $3,972,900 per
actions]. $6,970 per inspection cycle. inspection inspection cycle.
cycle
Overhaul [new action]........................ 70 work-hours x $85 per hour = 20,000 $25,950 per 570 $14,791,500 per
$5,950 per overhaul cycle. overhaul cycle overhaul cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for labor cost for repair, and parts cost for repair and
replacement for the on-condition actions specified in this AD. The
labor cost of the replacement is $1,360 (16 work-hours x $85 per hour).
We have no way of determining the number of aircraft that might need
these repairs/replacements.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this 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)
2000-25-07, Amendment 39-12041 (65 FR 78913, December 18, 2000); and AD
2002-05-07, Amendment 39-12675 (67 FR 11891, March 18, 2002); and
adding the following new AD:
2013-09-02 The Boeing Company: Amendment 39-17443; Docket No. FAA-
2012-1068; Directorate Identifier 2011-NM-073-AD.
(a) Effective Date
This AD is effective June 13, 2013.
(b) Affected ADs
This AD supersedes ADs 2000-25-07, Amendment 39-12041 (65 FR
78913, December 18, 2000); and 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002).
(c) Applicability
(1) This AD applies to all The Boeing Company Model 737-100, -
200, -200C, -300, -400, and -500 series airplanes, certificated in
any category.
(2) Installation of Supplemental Type Certificate (STC)
ST01219SE (https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/2C6E3DBDDD36F91C862576A4005D64E2?OpenDocument&Highlight=st01219se)
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST01219SE is
installed, a ``change in product'' alternative method of compliance
(AMOC) approval request is not necessary to comply with the
requirements of 14 CFR 39.17.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports that the work sequence and
procedures used during installation of replacement tracks installed
in accordance with AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000); or AD 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002); could cause loose or cracked tracks. We are
issuing this AD to detect and correct cracking and damage in the
flap track, which could cause loss of the outboard trailing edge
flap and consequent reduced controllability of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Repetitive Inspections
This paragraph restates the inspections required by paragraph
(a) of AD 2000-25-07, Amendment 39-12041 (65 FR 78913, December 18,
2000), with added references to a terminating action. For Model 737-
100, -200, and -200C series airplanes on which the left- or right-
hand inboard flap tracks of the wing outboard flap have a part
number (P/N) listed in paragraphs (g)(4)(i) through (g)(4)(x) of
this AD: Do a detailed visual inspection to detect damage
(corrosion, cracking) of the aft end of the left- and right-hand
inboard flap tracks of the wing outboard flap, per Boeing All
Operator Message (AOM) M-7200-00-01854, dated July 27, 2000, at the
latest of the times specified in paragraphs (g)(1), (g)(2), and
(g)(3) of this AD. Repeat the inspection thereafter at intervals not
to exceed 1,200 flight cycles. Accomplishing the requirements of
paragraph (p) of this AD terminates the requirements of this
paragraph.
(1) Within 30 days after January 2, 2001 (the effective date of
AD 2000-25-07, Amendment 39-12041 (65 FR 78913, December 18, 2000)).
(2) Within 1,200 flight cycles after the last documented
inspection or overhaul of the aft end of each flap track.
(3) Before the accumulation of 15,000 total flight cycles.
[[Page 27013]]
(4) Boeing flap tracks subject to this AD are identified in
paragraphs (g)(4)(i) through (g)(4)(x) of this AD.
(i) P/N 65-46428-9.
(ii) P/N 65-46428-15.
(iii) P/N 65-46428-17.
(iv) P/N 65-46428-19.
(v) P/N 65-46428-21.
(vi) P/N 65-46428-23.
(vii) P/N 65-46428-25.
(viii) P/N 65-46428-27.
(ix) P/N 65-46428-33.
(x) P/N 65-46428-35.
(h) Retained Definition
This paragraph restates the definition specified by Note 2 of AD
2000-25-07, Amendment 39-12041 (65 FR 78913, December 18, 2000). For
the purposes of this AD, a detailed visual inspection is defined as:
``An intensive visual examination of a specific structural area,
system, installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate by
the inspector. Inspection aids such as a mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
(i) Retained Corrective Actions
This paragraph restates the corrective actions required by
paragraph (b) of AD 2000-25-07, Amendment 39-12041 (65 FR 78913,
December 18, 2000), with added reference to the Boeing Commercial
Airplanes Organization Designation Authorization (ODA). If any
damage (corrosion, cracking) is detected during any inspection
required by paragraph (g) of this AD, before further flight, repair
or rework the flap track per the ``Repair and Rework Instructions''
specified in Boeing AOM M-7200-00-01854, dated July 27, 2000. Where
that AOM specifies that the manufacturer may be contacted for
disposition of certain corrective actions (i.e., repair and/or
rework of the flaps), this AD requires such repair and/or rework to
be done using a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or using data meeting the type
certification basis of the airplane approved by a Boeing Company
designated engineering representative (DER) or the Boeing Commercial
Airplanes ODA that has been authorized by the Manager, Seattle ACO,
to make such findings. For a repair method to be approved by the
ODA, the repair must meet the certification basis of the airplane,
and the approval must specifically refer to this AD. For a repair
method to be approved by the Manager, Seattle ACO, as required by
this paragraph, the Manager's approval letter must specifically
reference this AD.
(j) Retained Initial Inspections
This paragraph restates the initial inspections required by
paragraph (a) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002), with added references to terminating action. For
Model 737-100, -200, and -200C series airplanes with line numbers
(L/N) 1 through 869 inclusive, and those airplanes with L/Ns 870
through 1585 inclusive, which either still have their original flap
tracks or which have had the original flap tracks replaced with
certain tracks as specified in Boeing Service Bulletin 737-57A1249,
Revision 1, including Appendix A, dated June 1, 2000; except
airplanes on which any replacement flap tracks were installed as
specified in Boeing Service Bulletin 737-57-1203, dated November 15,
1990, or production equivalent: Within 6 months after April 22, 2002
(the effective date of AD 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002)), accomplish the requirements of paragraphs
(j)(1) and (j)(2) of this AD, according to Boeing Service Bulletin
737-57A1249, Revision 1, including Appendix A, dated June 1, 2000.
Accomplishing the requirements of paragraph (p) of this AD
terminates the requirements of this paragraph.
(1) Perform a detailed visual inspection for discrepancies
(e.g., corrosion, or missing, damaged, or migrated anti-fret strips
and tapered shims) of the rear spar attachments of the flap tracks.
(2) Perform detailed visual, high frequency eddy current (HFEC),
and ultrasonic inspections for cracking in the upper flange of the
inboard track of each outboard flap at the rear spar attachments.
(k) Retained Credit for Certain Previous Actions
This paragraph restates the credit for certain previously
accomplished actions specified by Note 3 of AD 2002-05-07, Amendment
39-12675 (67 FR 11891, March 18, 2002). This paragraph provides
credit for the actions specified in paragraphs (j), (l), (m), and
(n) of this AD, if those actions were performed before the effective
date of this AD using Boeing Alert Service Bulletin 737-57A1249,
including Appendix A, dated December 16, 1999, which is not
incorporated by reference in this AD.
(l) Retained Repetitive Inspections of the Rear Spar Attachment of the
Flap Tracks and Upper Flange of the Inboard Track of Each Outboard Flap
at the Rear Spar Attachments
This paragraph restates the repetitive inspections required by
paragraph (b) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). For airplanes subject to the requirements of
paragraph (j) of this AD: If no discrepancy is found during any
inspection required by paragraph (j) of this AD, thereafter, repeat
the inspections specified in paragraph (j) of this AD at intervals
not to exceed 9 months, until the actions required by paragraph (m)
or (p) of this AD have been accomplished.
(m) Retained Rework
This paragraph restates the rework required by paragraph (c) of
AD 2002-05-07, Amendment 39-12675 (67 FR 11891, March 18, 2002). For
airplanes subject to the requirements of paragraph (j) of this AD:
At the applicable time specified in paragraph (m)(1) or (m)(2) of
this AD, accomplish rework of the flap track assembly and aft flap
track attachments (including removal of the flap track; a detailed
visual inspection for a missing, damaged, or migrated anti-fret
strip and tapered shim of the rear spar attachments of the flap
track; replacement of the anti-fret strip with a new aluminum anti-
fret strip (or installation of an aluminum strip if no strip is
installed), as applicable; replacement of the tapered shim with a
new shim (or installation of a shim if no shim is installed); eddy
current and ultrasonic inspections for fatigue cracking of the flap
tracks; a detailed visual inspection for corrosion of the flap
tracks; and rework of attachment holes), including replacement of
the flap tracks, as applicable, by accomplishing all actions
specified in Part II of the Accomplishment Instructions of Boeing
Service Bulletin 737-57A1249, Revision 1, including Appendix A,
dated June 1, 2000. Do these actions according to the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1249, Revision 1,
including Appendix A, dated June 1, 2000, except as provided by
paragraph (o) of this AD. Accomplishment of the actions required by
this paragraph terminates the repetitive inspections required by
paragraph (l) of this AD. Accomplishing the requirements of
paragraph (p) of this AD terminates the requirements of this
paragraph.
(1) If no discrepancy is found during any inspection required by
paragraph (j) or (l) of this AD: Do the rework within 24 months
after April 22, 2002 (the effective date of AD 2002-05-07, Amendment
39-12675 (67 FR 11891, March 18, 2002)).
(2) If any discrepancy is found during any inspection required
by paragraph (j) or (l) of this AD: Do the rework prior to further
flight.
(n) Retained Repetitive Inspections of the Upper Flange of the Inboard
Track of Each Outboard Flap at the Rear Spar Attachments
This paragraph restates the repetitive inspections required by
paragraph (d) of AD 2002-05-07, Amendment 39-12675 (67 FR 11891,
March 18, 2002). For Model 737-100, -200, -200C, -300, -400, and -
500 series airplanes, except airplanes on which any replacement flap
tracks were installed as specified in Boeing Service Bulletin 737-
57-1203, dated November 15, 1990, or production equivalent: At the
applicable time specified in paragraph (n)(1) or (n)(2) of this AD,
and thereafter at least every 24 months, perform detailed visual,
HFEC, and ultrasonic inspections for cracking in the upper flange of
the inboard track of each outboard flap at the rear spar
attachments, according to Part I of the Accomplishment Instructions
of Boeing Service Bulletin 737-57A1249, Revision 1, including
Appendix A, dated June 1, 2000. Accomplishing the requirements of
paragraph (p) of this AD terminates the requirements of this
paragraph.
(1) For airplanes subject to paragraph (m) of this AD, do the
inspections within 10 years after accomplishment of the rework
according to paragraph (m) of this AD.
(2) For airplanes other than those identified in paragraph
(n)(1) of this AD, do the inspections within 10 years since the
airplane's date of manufacture, or within 6 months after April 22,
2002 (the effective date of AD 2002-05-07, Amendment 39-12675 (67 FR
11891, March 18, 2002)), whichever occurs later.
[[Page 27014]]
(o) Retained Repair Instructions and Exception to Procedures in Service
Information
This paragraph restates the repair instructions and exception to
procedures required by paragraph (e) of AD 2002-05-07, Amendment 39-
12675 (67 FR 11891, March 18, 2002). If any discrepancy is found
during any action required by paragraph (j), (l), or (m) of this AD,
and Boeing Service Bulletin 737-57A1249, Revision 1, including
Appendix A, dated June 1, 2000, specifies to contact Boeing for
appropriate action; or if any discrepancy is found during
inspections according to paragraph (n) of this AD: Prior to further
flight, repair according to a method approved by the Manager,
Seattle ACO, FAA; or according to data meeting the type
certification basis of the airplane approved by a Boeing DER or
Boeing Company ODA, that has been authorized by the Manager, Seattle
ACO, to make such findings. For a repair method to be approved by
the ODA, the repair must meet the certification basis of the
airplane, and the approval must specifically refer to this AD. For a
repair method to be approved by the Manager, Seattle ACO, as
required by this paragraph, the approval letter must specifically
reference this AD.
(p) New Inspection of Flap Track Web and Flanges
For all airplanes: At the times specified in paragraph (q) of
this AD, do the inspections specified in paragraphs (p)(1), (p)(2),
(p)(3), and (p)(4) of this AD, and do all applicable corrective
actions, in accordance with paragraph 3.B.3., ``Inspection--Track
Webs and Flanges,'' of the Accomplishment Instructions of Boeing
Service Bulletin 737-57A1271, Revision 3, dated February 13, 2012,
except as required by paragraphs (r) and (v) of this AD. Performing
these inspections terminates the requirements of paragraphs (g),
(j), (l), (m), and (n) of this AD. Do all applicable corrective
actions before further flight.
(1) Detailed inspection for damage (cracks, nicks, corrosion
pits, galling, pieces broken off) and stop-drill repairs along the
full length of the upper and lower flanges of the flap track.
(2) Detailed inspection for damage, cracking, and stop-drill
repairs along the full length of the track webs.
(3) Eddy current inspection for damage (including cracking) of
the flap track web and flanges.
(4) Inspection to determine the part number of the flap track
assembly.
(q) New Compliance Time
At the latest of the applicable times specified in paragraphs
(q)(1), (q)(2), and (q)(3) of this AD, do the actions required by
paragraph (p) of this AD.
(1) Within 96 months since the flap track was new or overhauled,
or prior to the accumulation of 15,000 flight cycles on the flap
track since new or overhauled, whichever occurs first.
(2) Within 180 days after the effective date of this AD.
(3) Within 24 months after the most recent inspection was
performed using Part 1 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-57A1249, including Appendix A, dated
December 16, 1999; or Boeing Service Bulletin 737-57A1249, Revision
1, including Appendix A, dated June 1, 2000.
(r) New Replacement
If, during any inspection required by paragraph (p) of this AD,
any flap track assembly having P/N 65-46428-31 or 65-46428-33 is
found, before further flight, replace the flap track assembly with a
new or serviceable flap track assembly, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-57A1271,
Revision 3, dated February 13, 2012, except as required by paragraph
(v) of this AD.
(s) New Inspections of Flap-to-Wing Attachment if Repairs Are Done or
if No Damage Is Found in Flap Track Web and Flanges
For airplanes on which no damage is found in the flanges or the
web during any inspection required by paragraph (p) of this AD; and
for airplanes on which a repair is done during any corrective action
required by paragraph (p) of this AD: Before further flight, do the
inspections specified in paragraphs (s)(1) through (s)(4) of this
AD, and do all applicable related investigative and corrective
actions, in accordance with paragraphs 3.B.4., ``Inspection--With
Track-to-Wing Attachment Assembled,'' and 3.B.5., ``Inspection--With
Track-to-Wing Attachment Disassembled,'' of the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1271, Revision 3,
dated February 13, 2012, except as required by paragraph (v) of this
AD. If, during the inspection required by paragraph (s)(1) of this
AD, an anti-fret strip is not found installed, before further
flight, do the related investigative actions specified in the
Accomplishment Instructions of Boeing Service Bulletin 737-57A1271,
Revision 3, dated February 13, 2012. If, during the inspection
required by paragraph (s)(1) of this AD, an anti-fret strip is found
with signs of damage or corrosion, before further flight, do all
applicable corrective actions, including making and installing a new
anti-fret strip, in accordance with paragraph 3.B.5., ``Inspection--
With Track-to-Wing Attachment Disassembled,'' of the Accomplishment
Instructions of Boeing Service Bulletin 737-57A1271, Revision 3,
dated February 13, 2012, except as required by paragraph (v) of this
AD. Do all applicable related investigative and corrective actions
before further flight.
(1) Detailed inspection for signs of movement between the
tapered shim and anti-fret strip, installation of the anti-fret
strip, and corrosion of the tapered shim and anti-fret strip.
(2) Detailed inspection for signs of movement, cracks and
corrosion of the area where the track is attached to the wing rear
spar.
(3) High frequency eddy current inspection for cracking of the
outboard edge of the track adjacent to the outboard attach bolt.
(4) Ultrasonic inspection for cracking of the inner edge of the
track adjacent to the outboard attach bolt.
(t) New Overhaul
Within 10,000 flight cycles on the flap track or 48 months,
whichever occurs first, after accomplishing the inspection required
by paragraph (p) of this AD: Do an overhaul of the flap track, in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 737-57A1271, Revision 3, dated February 13, 2012, except as
required by paragraph (v) of this AD. Repeat the overhaul thereafter
at intervals not to exceed 20,000 flight cycles on the flap track or
96 months, whichever occurs first.
(u) New Post-Overhaul Inspections
For airplanes on which any overhaul required by paragraph (t) of
this AD is done: Do the inspections specified in paragraph (p) of
this AD within 10,000 flight cycles on the flap track or 48 months
after the most recent overhaul, whichever occurs first. Repeat the
inspections specified in paragraph (p) of this AD thereafter at
intervals not to exceed 10,000 flight cycles on the flap track or 48
months, whichever occurs first; except that if an overhaul required
by paragraph (t) of this AD is done, do the next inspection within
10,000 flight cycles or 48 months, whichever occurs first, after the
overhaul.
(v) Service Information Exception
Where Boeing Service Bulletin 737-57A1271, Revision 3, dated
February 13, 2012, specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (y) of this
AD.
(w) New Parts Installation Prohibition
As of the effective date of this AD, no person may install a
flap track assembly, P/N 65-46428-31 or 65-46428-33, on any
airplane.
(x) New Credit for Previous Actions in Paragraphs (p) Through (t) of
This AD
This paragraph provides credit for the actions specified in
paragraphs (p) through (t) of this AD, if those actions were
performed before the effective date of this AD using the service
bulletin specified in paragraph (x)(1), (x)(2), or (x)(3) of this
AD.
(1) Boeing Alert Service Bulletin 737-57A1271, dated September
11, 2003, which is not incorporated by reference in this AD.
(2) Boeing Service Bulletin 737-57A1271, Revision 1, dated July
30, 2008, which is not incorporated by reference in this AD.
(3) Boeing Service Bulletin 737-57A1271, Revision 2, dated
January 17, 2011, which is not incorporated by reference in this AD.
(y) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the manager of the
ACO, send it to the
[[Page 27015]]
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 ODA that has been authorized by the
Manager, Seattle ACO, to make those findings. For a repair method to
be approved, the repair must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
(4) AMOCs approved previously in accordance with ADs 2000-25-07,
Amendment 39-12041 (65 FR 78913, December 18, 2000); and 2002-05-07,
Amendment 39-12675 (67 FR 11891, March 18, 2002); are approved as
AMOCs for the corresponding requirements of this AD.
(z) Related Information
For more information about this AD, contact Nancy Marsh,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356;
phone: 425-917-6440; fax: 425-917-6590; email: nancy.marsh@faa.gov.
(aa) 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 for IBR on
June 13, 2013.
(i) Boeing Service Bulletin 737-57A1271, Revision 3, dated
February 13, 2012.
(ii) Reserved.
(4) The following service information was approved for IBR on
April 22, 2002 (67 FR 11891, March 18, 2002).
(i) Boeing Service Bulletin 737-57A1249, Revision 1, including
Appendix A, dated June 1, 2000.
(ii) Reserved.
(5) The following service information was approved for IBR on
January 2, 2001 (65 FR 78913, December 18, 2000).
(i) Boeing All Operator Message M-7200-00-01854, dated July 27,
2000.
(ii) Reserved.
(6) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
(7) You may view this service information at 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.
(8) 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 April 19, 2013.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-10006 Filed 5-8-13; 8:45 am]
BILLING CODE 4910-13-P
