15808 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

TABLE 2—ALL MATERIAL INCORPORATED BY REFERENCE FOR REQUIRED ACTIONS

Document Revision Date 

Airbus All Operators Telex A300–25A6215 ......................................................................... 02 ................................. March 2, 2009. 

Airbus All Operators Telex A310–25A2203 ......................................................................... 02 ................................. March 2, 2009. 

Airbus Mandatory Service Bulletin A300–25–6217 .............................................................. Original ........................ August 31, 2009. 

Airbus Mandatory Service Bulletin A310–25–2205 .............................................................. 01 ................................. November 19, 2010. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Airbus Mandatory Service Bulletin A300–25– 

6217, dated August 31, 2009; and Airbus 

Mandatory Service Bulletin A310–25–2205, 

Revision 01, dated November 19, 2010; under 

5 U.S.C. 552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of the service information 

contained in table 3 of this AD on June 12, 

2009 (74 FR 25399, May 28, 2009). 

TABLE 3—MATERIAL PREVIOUSLY INCORPORATED BY REFERENCE

Document Revision Date 

Airbus All Operators Telex A300–25A6215 ......................................................................... 02 ................................. March 2, 2009. 

Airbus All Operators Telex A310–25A2203 ......................................................................... 02 ................................. March 2, 2009. 

EADS SOGERMA Alert Service Bulletin A2510112–25–764 .............................................. 1 ................................... February 17, 2009. 

EADS SOGERMA Inspection Service Bulletin 2510112–25–807 ........................................ Original ........................ February 20, 2009. 

(3) For Airbus service information 

identified in this AD, contact Airbus SAS— 

EAW (Airworthiness Office), 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone +33 5 61 93 36 96; fax +33 

5 61 93 44 51; e-mail: account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(4) For EADS SOGERMA service 

information identified in this AD, contact 

EADS SOGERMA, Zone Industrielle de 

l’Arsenal, BP 60109, 17303 Rochefort, Cedex 

France; phone: 33 5 49 82 84 84; fax: 33 5 

46 82 88 13; e-mail: 

SCOD1@sogerma.eads.net; Internet: http:// 

www.sogerma.eads.net. 

(5) 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. 

(6) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ibr_

locations.html. 

Issued in Renton, Washington, on March 7, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5938 Filed 3–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1253; Directorate 

Identifier 2009–NM–080–AD; Amendment 

39–16629; AD 2011–06–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to all Model 737–600, 

–700, –700C, –800, –900, and –900ER 

series airplanes. That AD currently 

requires repetitive detailed inspections 

of the slat track downstop assemblies to 

verify that proper hardware is installed, 

one-time torquing of the nut and bolt, 

and corrective actions if necessary. This 

new AD also requires replacing the 

hardware of the downstop assembly 

with new hardware of the downstop 

assembly, doing a detailed inspection or 

a borescope inspection of the slat cans 

on each wing and the lower rail of the 

slat main tracks for debris, replacing the 

bolts of the aft side guide with new 

bolts, and removing any debris found in 

the slat can. This AD also removes 

airplanes from the applicability. This 

AD results from reports of parts coming 

off the main slat track downstop 

assemblies. We are issuing this AD to 

prevent loose or missing parts from the 

main slat track downstop assemblies 

from falling into the slat can and 

causing a puncture, which could result 

in a fuel leak and consequent fire. 

DATES: This AD becomes effective April 

26, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 26, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 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 http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 


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Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 15809 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2007–18–52, 

Amendment 39–15197 (72 FR 53928, 

September 21, 2007). The existing AD 

applies to all Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes. That NPRM was published in 

the Federal Register on January 11, 

2010 (75 FR 1297). That NPRM 

proposed to require repetitive detailed 

inspections of the slat track downstop 

assemblies to verify that proper 

hardware is installed, one-time torquing 

of the nut and bolt, and corrective 

actions if necessary. That NPRM also 

proposed to require replacing the 

hardware of the downstop assembly 

with new hardware of the downstop 

assembly, doing a detailed inspection or 

a borescope inspection of the slat cans 

on each wing and the lower rail of the 

slat main tracks for debris, replacing the 

bolts of the aft side guide with new 

bolts, and removing any debris found in 

the slat can. That NPRM proposed to 

remove airplanes from the applicability 

of the existing AD. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Use Revised Service 

Information 

Boeing requested that the NPRM refer 

to Boeing Service Bulletin 737– 

57A1302, Revision 1. Boeing stated that 

Revision 1 of this service bulletin will 

be forwarded to the FAA for approval. 

We agree with Boeing’s request to 

refer to Boeing Service Bulletin 737– 

57A1302, Revision 1, dated October 18, 

2010. Revision 1 of this service bulletin 

has been published and made available 

to operators. There are no new actions 

in Boeing Service Bulletin 737– 

57A1302, Revision 1, dated October 18, 

2010. We have revised paragraph (i) of 

this AD to add a reference to this service 

bulletin. 

Request To Allow Optional Parts for 

Installation 

Air Transport Association (ATA), on 

behalf of its member airline American 

Airlines (AAL), expressed concern 

about the lack of optional manufacturer 

part numbers, and/or optional 

specifications concerning the parts 

specified in the NPRM. AAL stated that 

part interchangeability is allowed for 

airplanes with the same design that are 

not affected by the NPRM. AAL gave 

four examples: 

• The NPRM allows only bolt part 

number (P/N) BACB30NR7DK12, but 

bolt P/N BACB30NR7DK12 has an 

optional part P/N 114A4102–19, that 

can be used on airplanes unaffected by 

the NPRM. 

• The NPRM specifies retaining pin 

P/N BACP18BC03A06P only, but per 

Boeing part data, P/N MS24665–300 is 

fully interchangeable with P/N 

BACP18BC03A06P. 

• The NPRM specifies to use lockwire 

P/N MS20995NC32 only, but for 

airplanes unaffected by the AD, the use 

of cable assembly P/N BACC13AT4K6 is 

allowed. 

• Boeing Drawing 65–88700 allows 

the use of P/N MS20995C32 and P/N 

MS20995N32 in lieu of P/N 

MS20995NC32. 

AAL stated that the intent of the 

NPRM is not to restrict parts to specific 

manufacturer part numbers when 

optional parts are readily available. AAL 

stated that similar airplanes unaffected 

by the AD with the same design allow 

for greater part equivalent/substitution 

options. AAL requested that the FAA, in 

an effort to assist the operator for 

compliance, include optional parts in 

the NPRM, or provide a global AMOC 

for acceptable substitutes per Boeing 

Drawing 65–88700, which is an 

acceptable specification 

interchangeability, or part substitution 

per Boeing Drawing D–590. 

We partially agree with AAL’s request 

that optional parts be allowed for 

installation. The alternative lockwire 

part proposed by AAL has already been 

approved as an AMOC for those 

operators who have made the request to 

the FAA. Boeing has not requested 

approval of a global AMOC for all 

operators. We have revised paragraph (i) 

of this AD to specify that installation of 

stainless steel lockwire, P/N 

MS20995C32, is acceptable for 

compliance with this AD. 

We disagree with AAL regarding use 

of the alternative bolt and cotter pin. 

The alternative bolt was never produced 

and could be removed from the Boeing 

drawing system in the future. The 

alternative cotter pin proposed by AAL 

may require the use of special tooling 

for installation on in-service airplanes. 

The cotter pin specified in Boeing Alert 

Service Bulletin 737–57A1302, dated 

December 15, 2008; and Boeing Service 

Bulletin 737–57A1302, Revision 1, 

dated October 18, 2010; requires the use 

of a special tool designed to facilitate 

the installation by the operators. Until 

an alternative cotter pin and tooling are 

validated for use in maintenance 

facilities (as opposed to the 

manufacturing environment), the 

proposed AMOC by AAL cannot be 

approved. If AAL obtains additional 

data to support such a request, it may 

apply for approval of an AMOC in 

accordance with the provisions 

specified in paragraph (j) of this AD. 

We disagree with AAL’s request to 

approve the use of substitutions 

provided in Boeing Drawing 65–88700 

or Drawing D–590. Boeing did not 

provide us with information to ensure 

that these parts adequately address the 

unsafe condition. In addition, Boeing 

has not requested approval of a global 

AMOC for all operators. However, 

operators may apply for approval of an 

AMOC in accordance with the 

provisions specified in paragraph (j) of 

this AD. 

Request for AMOC Clarification for the 

Track Repair Requirements 

ATA, on behalf of its member airline 

AAL, expressed concern with requiring 

an AMOC for repair of a hole larger than 

0.5005 inch in the slat main track as 

stated in the NPRM. AAL requested that 

the FAA clarify the boundaries of the 

AMOC track repair requirements and 

the method to identify the AMOC 

repaired tracks. AAL stated that the flap 

tracks are fully removable from the slat 

and are fully interchangeable with 

airplanes unaffected by the AD. AAL 

stated that the tracks do not have unique 

identifiers (i.e., no serial numbers) 

marked on the track. AAL stated that the 

requirement may also be interpreted as, 

for Boeing Alert Service Bulletin 737– 

57A1302, dated December 15, 2008, 

listed aircraft, repairs to the downstop 

hole (when greater than 0.5005 inch) of 

a slat main track performed at any time 

during the life of the part would require 

an AMOC. 

We provide the following 

clarifications. 

For clarification of the AMOC track 

repair requirements, the AD requires 

that any time the fastener hole in an 

affected slat can is oversized to greater 

than 0.5005 inch, the track must be 

replaced in accordance with Boeing 

Alert Service Bulletin 737–57A1302, 

dated December 15, 2008; Boeing 

Service Bulletin 737–57A1302, Revision 


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15810 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

1, dated October 18, 2010; or repaired in 

accordance with paragraph (j) of this 

AD. AMOCs can be approved for 

airplanes included in the AD 

applicability. AMOCs are not applicable 

to airplanes outside the AD even if ADrelated parts are rotated onto them. We 

have not changed the AD in this regard. 

For clarification, the method to 

identify the AMOC-repaired tracks, 

including the tracking of affected parts, 

is a requirement under Parts 39, 121, 

and 43 of the Federal Aviation 

Regulations (14 CFR 39, 121, and 43). 

Under these parts, each airline may 

develop its own unique methodology to 

accomplish this activity per the 

procedures approved in its operation 

specification. We have not changed the 

AD in this regard. 

Request for Re-Evaluation of Out-ofSpec Hole Issue 

ATA, on behalf of its member airline 

AAL, recommended re-evaluating the 

impact of an out-of-spec hole (hole 

larger than 0.5005 inch in the slat main 

track), and recommended the FAA 

gather additional information from 

operators concerning the out-of-spec 

hole issue. 

We disagree with AAL’s 

recommendation. The proposal to 

provide and gather operator data should 

be proposed to the manufacturer. Once 

additional data are evaluated by 

technical specialists, operators may 

request approval of an AMOC in 

accordance with the provisions 

specified in paragraph (j) of this AD 

based on the new recommendation. 

Request To Provide Reference in the 

Component Maintenance Manual 

(CMM) 

ATA, on behalf of its member airline 

AAL, expressed concern with the 

bushing repair of the slat main track in 

accordance with Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008. AAL stated that in an effort to 

ensure compliance with the NPRM, this 

repair may need to be referenced in the 

appropriate CMM section to provide the 

reference to the source of the repair 

data. 

From these statements, we infer that 

AAL is requesting that the bushing 

repair provided in Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008; and Boeing Service Bulletin 

737–57A1302, Revision 1, dated 

October 18, 2010; be referenced in the 

appropriate CMM. We do not agree with 

this request. CMMs are not regulated by 

the FAA, and Boeing does not provide 

us with information to ensure that these 

documents remain unchanged and thus 

adequately address the unsafe 

condition. We have not changed the AD 

in this regard. 

Request That the AD Clarify and 

Highlight Only Specific Sections of the 

Service Bulletin Affected by the AD 

ATA, on behalf of its member airline 

AAL, expressed concern regarding the 

requirements in Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008, as proposed in the NPRM. 

AAL stated that the NPRM may be 

misinterpreted in that ‘‘all steps’’ of that 

service bulletin must be complied with. 

AAL requested that the AD be clarified 

and highlighted to explain only those 

specific sections of that service bulletin 

that are affected by the NPRM. 

AAL stated that panel open/close 

procedures and access procedures (slat 

extension/retraction) should not affect 

the compliance with the NPRM. AAL 

also stated that the actuator 

disconnection/reconnection and slat 

removal/installation also should not 

affect compliance with the NPRM. AAL 

stated that clarification may be made 

with the following statement: ‘‘Only the 

service bulletin procedures specified by 

the AD are affected by the AD. Other 

procedures described by the service 

bulletin not specified by the AD are not 

affected by FAA AD compliance 

requirements.’’ 

We partially agree with AAL’s request 

to clarify and highlight only specific 

sections of Boeing Alert Service Bulletin 

737–57A1302, dated December 15, 

2008; and Boeing Service Bulletin 737– 

57A1302, Revision 1, dated October 18, 

2010; that are affected by the AD. For 

clarification, the manufacturer revises 

service bulletins, not the FAA. When 

the words ‘‘refer to’’ are used in Boeing 

Alert Service Bulletin 737–57A1302, 

dated December 15, 2008; or Boeing 

Service Bulletin 737–57A1302, Revision 

1, dated October 18, 2010; and the 

operator has an accepted alternative 

procedure, the accepted alternative 

procedure may be used. However, we 

have changed paragraph (i) of this AD 

to delete reference to the access and 

close sections of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008; this AD now requires that the 

actions be accomplished in accordance 

with Part 2 of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008; or Boeing Service Bulletin 

737–57A1302, Revision 1, dated 

October 18, 2010. 

Request To Provide a Global AMOC 

ATA, on behalf of its member airline 

AAL, stated that Boeing issued Service 

Bulletin Information Notice (IN) 737– 

57A1302 IN 01, dated February 25, 

2009, to Boeing Alert Service Bulletin 

737–57A1302, dated December 15, 

2008. AAL stated that Boeing Service 

Bulletin IN 737–57A1302 IN 01 

provides additional instructions to 

install the guide bolts and reassemble 

the track downstop hole. AAL stated 

that Boeing Service Bulletin IN 737– 

57A1302 IN 01 also provides additional 

instructions for access and panel 

reinstallation. AAL requested that 

Boeing Service Bulletin IN 737– 

57A1302 IN 01 be approved as a global 

AMOC, or be incorporated as an option 

into the AD requirements to allow the 

operator to use the best practices to 

accomplish the job. 

We do not agree with this request. We 

note that a global AMOC already has 

been approved under FAA Letter 120S– 

09–528, dated September 16, 2009, for 

Boeing Service Bulletin IN 737– 

57A1302 IN 01, dated February 25, 

2009, and paragraph (i) of this AD has 

been revised to include reference to 

Boeing Service Bulletin 737–57A1302, 

Revision 1, dated October 18, 2010, 

which includes the information 

provided in that information notice. 

AAL may request a copy of this global 

AMOC from Boeing. 

Request for Validation of the Service 

Bulletin Instructions To Be 

Accomplished 

ATA, on behalf of its member airline 

AAL, expressed concern that a 

validation program was not performed 

on Boeing Alert Service Bulletin 737– 

57A1302, dated December 15, 2008, to 

ensure that data, instructions, and 

processes specified in that service 

bulletin are correct, clear, appropriate, 

and understood by maintenance 

personnel performing the work. 

From this statement we infer that 

AAL is requesting that validation of the 

instructions in Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008, be accomplished. We partially 

agree with AAL’s request. We have 

confirmed that validation of Boeing 

Alert Service Bulletin 737–57A1302, 

dated December 15, 2008, was 

completed in December 2009. Operators 

may obtain further details of the 

validation from Boeing. We have not 

changed the AD in this regard. 

Request To Revise Service Information 

To Include Steps To Re-Install Slat Can 

Assembly and Access Panels (If 

Removed) 

ATA, on behalf of its member airline 

AAL, stated that there are no steps in 

Boeing Alert Service Bulletin 737– 

57A1302, dated December 15, 2008, to 

install the slat can, if removed, in 


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Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 15811 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–57A1302, 

dated December 15, 2008. AAL 

requested that to ensure compliance 

with the AD, a step, ‘‘If removed, install 

slat, refer to AMM 27–81–21,’’ be 

included in Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008, in the appropriate location. 

AAL also stated that there is no 

procedure referenced in Boeing Alert 

Service Bulletin 737–57A1302, dated 

December 15, 2008, to reinstall the 

access panels removed from the lower 

leading edge of the wing. AAL stated 

that to ensure compliance with the AD, 

a step, ‘‘reinstall the panels that were 

removed from the lower leading edge of 

the wing, refer to AMM 27–81–21,’’ be 

included in Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008, in the appropriate location. 

We disagree with AAL’s request. For 

clarification, the manufacturer, not the 

FAA, revises service bulletins. Part 

3.B.3.b. of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–57A1302, dated December 

15, 2008; and Boeing Service Bulletin 

737–57A1302, Revision 1, dated 

October 18, 2010; specify that the 

airplane be returned ‘‘to a serviceable 

condition,’’ and accomplishment of this 

step would require reinstallation of any 

components that were removed from the 

airplane. When the words ‘‘refer to’’ are 

used in Boeing Alert Service Bulletin 

737–57A1302, dated December 15, 

2008; and Boeing Service Bulletin 737– 

57A1302, Revision 1, dated October 18, 

2010; and the operator has an accepted 

alternative procedure, the accepted 

alternative procedure can be used to 

accomplish reinstalling the slat can 

assembly and access panels. Boeing 

Service Bulletin 737–57A1302, Revision 

1, dated October 18, 2010, does include 

new phrasing similar to that requested 

by AAL. We have not changed this AD 

in this regard. 

Request for an Optional Requirement to 

the AD 

ATA, on behalf of its member airline 

AAL, expressed concern with the 

measurement requirements of the slat 

track hole diameter. AAL requested that 

Boeing and/or the FAA provide an 

optional requirement to this AD, or a 

global AMOC, to allow use of a ‘‘no-go’’ 

type gauge or similar device and the 

associated procedure to establish hole 

size. AAL also requested providing an 

additional (initial) procedure consistent 

with using common maintenance 

measurement tools to better allow the 

operator to comply with these 

requirements. AAL stated that Boeing 

Alert Service Bulletin 737–57A1302, 

dated December 15, 2008, states that if 

the bolt has side-to-side play in the 

hole, then measure the hole. AAL stated 

that the allowable measurement is four 

decimal places of accuracy (0.XXXX). 

AAL stated that this dimension is in 

Boeing Assembly Drawing 114A7511 

specification for the purpose of 

manufacturing the part in a machine 

shop setting. AAL also stated that since 

this task is intended to be accomplished 

on wing, or slat removed (on bench) in 

a dock maintenance setting, it is not 

practical and may not be feasible to 

require measurement within four 

decimal places. AAL stated that the 

methods to machine to four decimal 

place accuracy are different from the 

requirement to measure to four decimal 

place accuracy. AAL stated that typical 

tools used in a maintenance setting 

would be a ball/T gauge, micrometer, 

and a vernier caliper in certain 

situations (hole not near minimum/ 

maximum limits). AAL also stated that 

using these tools on the wing could 

result in inaccuracy due to the difficulty 

of the measuring location and the access 

to the location. 

We disagree with AAL’s requests to 

provide an optional requirement to this 

AD or a global AMOC to allow the use 

of a ‘‘no-go’’ type gauge or similar device 

and the associated procedure to 

establish hole size. We also disagree 

with AAL to add a procedure using 

common maintenance measurement 

tools. 

Boeing Alert Service Bulletin 737– 

57A1302, dated December 15, 2008; 

Boeing Service Bulletin 737–57A1302, 

Revision 1, dated October 18, 2010; nor 

this AD; specify which tools are to be 

used to measure the hole size. In the 

absence of specific instructions on how 

to perform a maintenance task, 

operators have the discretion of 

developing their own procedures to 

enable their maintenance personnel to 

meet the requirements of this AD. In 

addition, it is the intent of this AD that 

the operators develop their own 

procedures to perform a routine 

maintenance task, such as drilling the 

close ream hole. Operators are referred 

to the manufacturer’s maintenance 

procedures, which are published in 

formats such as the structural repair 

manual, the standard overhaul practices 

manual, component maintenance 

manuals, and other available resources. 

For further instruction, these 

maintenance procedures are best 

obtained from these resources. We have 

not changed the AD in this regard. 

Explanation of Change to Applicability 

We have revised the applicability of 

the existing AD to identify model 

designations as published in the most 

recent type certificate data sheet for the 

affected models. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

There are about 2,699 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

Inspection and Torquing (required by AD 

2007–18–52).

8 $85 $0 $680, per inspection 

cycle.

853 $580,040, per inspection cycle. 

Inspection and Modification (new actions) ...... 18 85 5,388 $6,918 ........................ 853 $5,901,054. 


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15812 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

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] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–15197 (72 

FR 53928, September 21, 2007) and by 

adding the following new airworthiness 

directive (AD): 

2011–06–05 The Boeing Company: 

Amendment 39–16629. Docket No. 

FAA–2009–1253; Directorate Identifier 

2009–NM–080–AD. 

Effective Date 

(a) This AD becomes effective April 26, 

2011. 

Affected ADs 

(b) This AD supersedes AD 2007–18–52, 

Amendment 39–15197. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER series airplanes, 

certificated in any category, as identified in 

Boeing Service Bulletin 737–57A1302, 

Revision 1, dated October 18, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of parts 

coming off the main slat track downstop 

assemblies. The Federal Aviation 

Administration is issuing this AD to prevent 

loose or missing parts from the main slat 

track downstop assemblies from falling into 

the slat can and causing a puncture, which 

could result in a fuel leak and consequent 

fire. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of AD 2007–18–52, With No 

Changes 

Note 1: Paragraph (g) of this AD merely 

restates the requirements of paragraph (f)(1) 

of emergency AD 2007–18–51 (which was 

superseded by AD 2007–18–52). As allowed 

by the phrase, ‘‘unless the actions have 

already been done,’’ if the applicable initial 

inspections required by paragraph (f)(1) of 

emergency AD 2007–18–51 have already 

been done, this AD does not require that 

those inspections be repeated until the 

repetitive interval of 3,000 flight cycles. 

Repetitive Detailed Inspections 

(g) Within 10 days after September 26, 

2007 (the effective date of AD 2007–18–52): 

Do a detailed inspection or a borescope 

inspection of each main slat track downstop 

assembly to verify proper installation of the 

slat track hardware (i.e., the bolt, washers, 

downstops, stop location, and nut shown in 

Figure 1 of Boeing Service Letter 737–SL–57– 

084–B, dated July 10, 2007, and in this AD). 

Proper installation of the sleeve need not be 

confirmed, and the stop location part may be 

installed on either the inboard or the 

outboard side of the slat track. If any part is 

missing or is installed improperly, before 

further flight, install a new or serviceable 

part using a method approved in accordance 

with the procedures specified in paragraph (j) 

of this AD; and do a detailed inspection of 

the inside of the slat can for foreign object 

debris (FOD) and damage. Before further 

flight, remove any FOD found and repair any 

damage found using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. Verify proper 

installation; install a new or serviceable part; 

and inspect for damage and FOD, and remove 

FOD and repair damage; in accordance with 

a method by approved by the Manager, 

Seattle Aircraft Certification Office, FAA; or 

in accordance with Boeing Multi Operator 

Message Number 1–523812011–1, issued 

August 25, 2007, or 1–527463441–1, issued 

August 28, 2007. Repeat the actions required 

by paragraph (g) of this AD thereafter at 

intervals not to exceed 3,000 flight cycles. 

Note 2: Paragraph (h) of this AD merely 

restates the requirements of paragraph (f)(2) 

of emergency AD 2007–18–51. As allowed by 

the phrase, ‘‘unless the actions have already 

been done,’’ if the torque application required 

by paragraph (f)(2) of AD emergency 2007– 

18–51 has already been done, this AD does 

not require that the torque application be 

repeated. 

One-Time Torquing 

(h) Within 24 days after receipt of 

emergency AD 2007–18–51: Apply a torque 

between 50 to 80 inch-pounds to the nut. The 

bolt head must be held with the torque 

applied to the nut. 

Note 3: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, 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. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’ 

BILLING CODE 4910–13–P 


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Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 15813 

BILLING CODE 4910–13–C 

New Requirements of This AD 

Modification and Inspection 

(i) Within 36 months after the effective 

date of this AD: Replace the hardware of the 

down stop assembly with new hardware, do 

a detailed inspection or a borescope 

inspection of the slat cans on each wing and 

the lower rail of the slat main tracks for 

debris, and replace the bolts of the aft side 

guide with new bolts, in accordance with 

Part 2 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–57A1302, 

dated December 15, 2008; or Boeing Service 

Bulletin 737–57A1302, Revision 1, dated 

October 18, 2010; except, where Boeing Alert 

Service Bulletin 737–57A1302, dated 

December 15, 2008, and Boeing Service 

Bulletin 737–57A1302, Revision 1, dated 

October 18, 2010, specify to replace the slat 

main track or to contact Boeing for further 

repair instructions if the hole diameter is 

greater than 0.5005 inch, before further flight, 

replace the slat main track in accordance 

with Boeing Alert Service Bulletin 737– 

57A1302, dated December 15, 2008, Boeing 

Service Bulletin 737–57A1302, Revision 1, 

dated October 18, 2010, or repair using a 

method approved in accordance with the 


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15814 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

procedures specified in paragraph (j) of this 

AD. If debris is found during any inspection 

required by this AD, before further flight, 

remove the debris in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–57A1302, dated 

December 15, 2008; or Boeing Service 

Bulletin 737–57A1302, Revision 1, dated 

October 18, 2010. Doing the actions required 

by paragraph (i) of this AD terminates the 

actions required by paragraphs (g) and (h) of 

this AD. Installation of stainless steel 

lockwire having part number (P/N) 

MS20995C32 is acceptable for compliance in 

lieu of lockwire P/N MS20995NC32, as 

specified in Boeing Alert Service Bulletin 

737–57A1302, dated December 15, 2008, for 

this AD. 

Alternative Methods of Compliance 

(j)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-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 2007–18–52 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Related Information 

(k) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone: 425– 

917–6440; fax: 425–917–6590; e-mail: 

nancy.marsh@faa.gov. 

Material Incorporated by Reference 

(l) You must use Boeing Alert Service 

Bulletin 737–57A1302, dated December 15, 

2008; or Boeing Service Bulletin 737– 

57A1302, Revision 1, dated October 18, 2010; 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(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; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) 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. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on February 

23, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5301 Filed 3–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0090; Directorate 

Identifier 2007–NM–312–AD; Amendment 

39–16627; AD 2011–06–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

measuring the electrical bond resistance 

between the motor operated valve 

(MOV) actuators and airplane structure 

for the main, center, auxiliary, and 

horizontal stabilizer fuel tanks, as 

applicable, and corrective action if 

necessary; revising the maintenance 

program to incorporate airworthiness 

limitation (AWL) No. 28–AWL–21 or 

AWL No. 28–AWL–27, as applicable; 

and replacing production-installed 

laminate phenolic spacers with metallic 

spacers between the fuel jettison MOV 

and the airplane structure, as 

applicable. This AD was prompted by 

fuel system reviews conducted by the 

manufacturer. We are issuing this AD to 

prevent electrical current from flowing 

through an MOV actuator into a fuel 

tank, which could create a potential 

ignition source inside the fuel tank. This 

condition, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

DATES: This AD is effective April 26, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 26, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 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 http:// 

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: 

Tung Tran, Aerospace Engineer, 

Propulsion Branch, Seattle Aircraft 

Certification Office, ANM–140S, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6505; fax: 425–917–6590; e-mail: 

tung.tran@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to include an 

airworthiness directive (AD) that would 

apply to the specified products. That 

SNPRM published in the Federal 

Register on November 19, 2010 (75 FR 

70863). That SNPRM proposed to 

require measuring the electrical bond 

resistance between the motor operated 

valve (MOV) actuators and airplane 

structure for the main, center, auxiliary, 

and horizontal stabilizer fuel tanks, as 

applicable, and corrective action if 


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