Federal Register / Vol. 80, No. 228 / Friday, November 27, 2015 / Proposed Rules 74047 

of Airbus Service Bulletin A320–53–1287, 

dated July 29, 2014, before further flight, 

repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA); or 

Airbus’s EASA Design Organization 

Approval (DOA). 

(h) Non-Terminating Repair Action 

Accomplishment of a repair on an airplane 

as required by paragraphs (g)(2) and (g)(3) of 

this AD, does not constitute terminating 

action for the repetitive detailed inspection 

required by paragraph (g)(1) of this AD, 

unless the approved repair indicates 

otherwise. 

(i) Terminating Action for the Repetitive 

Detailed Inspection 

Modification of the belly fairing on any 

airplane in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–53–1281, Revision 01, 

dated December 1, 2014, constitutes 

terminating action for the repetitive detailed 

inspection required by paragraph (g)(1) of 

this AD for that airplane. 

(j) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (i) of this AD, if those 

actions were performed before the effective 

date of this AD using Airbus Service Bulletin 

A320–53–1281, dated July 29, 2014, which is 

not incorporated by reference in this AD. 

(k) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) Required for Compliance (RC): If any 

service information contains procedures or 

tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 

obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(l) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0259, dated 

December 5, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2015–5814. 

(2) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

You may view this service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

November 17, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–30023 Filed 11–25–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–5812; Directorate 

Identifier 2015–NM–077–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2011–23– 

05, which applies to certain The Boeing 

Company Model 737–300, –400, and 

–500 series airplanes. AD 2011–23–05 

currently requires repetitive inspections 

for cracking of the 1.04-inch nominal 

diameter wire penetration hole, and 

applicable related investigative and 

corrective actions. Since we issued AD 

2011–23–05, an evaluation by the 

design approval holder (DAH) indicates 

that the fuselage frames and frame 

reinforcements are subject to 

widespread fatigue damage (WFD). This 

proposed AD would add new inspection 

areas, a modification that terminates 

certain inspections, post-modification 

inspections, and repair if necessary. We 

are proposing this AD to detect and 

correct fatigue cracking of the fuselage 

frames and frame reinforcements, which 

could result in reduced structural 

integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by January 11, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P. O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this 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. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

5812. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

5812; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

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Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6447; fax: 425–917–6590; email: 

wayne.lockett@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2015–5812; Directorate Identifier 

2015–NM–077–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 

element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as WFD. As an 

airplane ages, WFD will likely occur, 

and will certainly occur if the airplane 

is operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

DAHs establish a limit of validity (LOV) 

of the engineering data that support the 

structural maintenance program. 

Operators affected by the WFD rule may 

not fly an airplane beyond its LOV, 

unless an extended LOV is approved. 

The WFD rule (75 FR 69746, 

November 15, 2010) does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this action is 

necessary to enable DAHs to propose 

LOVs that allow operators the longest 

operational lives for their airplanes, and 

still ensure that WFD will not occur. 

This approach allows for an 

implementation strategy that provides 

flexibility to DAHs in determining the 

timing of service information 

development (with FAA approval), 

while providing operators with certainty 

regarding the LOV applicable to their 

airplanes. 

On October 20, 2011, we issued AD 

2011–23–05, Amendment 39–16856 (76 

FR 67343, November 1, 2011), for 

certain Model 737–300, –400, and –500 

series airplanes. AD 2011–23–05 

superseded AD 2009–02–06 R1, 

Amendment 39–16015 (74 FR 45979, 

September 8, 2009). AD 2011–23–05 

requires repetitive inspections for 

cracking of the 1.04-inch nominal 

diameter wire penetration hole, and 

applicable related investigative and 

corrective actions. AD 2011–23–05 

resulted from reports of cracking in the 

frame, or in the frame and frame 

reinforcement, common to the 1.04-inch 

nominal diameter wire penetration hole 

intended for wire routing; and recent 

reports of multiple adjacent frame 

cracking found before the compliance 

time required by AD 2009–02–06 R1. 

We issued AD 2011–23–05 to detect and 

correct cracking in the fuselage frames 

and frame reinforcements, which could 

reduce the structural capability of the 

frames to sustain limit loads, and result 

in cracking in the fuselage skin and 

subsequent rapid depressurization of 

the airplane. 

Actions Since AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), Was Issued 

Since we issued AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), an evaluation by the 

DAH indicates that the fuselage frames 

and frame reinforcements are subject to 

WFD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. The service 

information describes procedures for the 

following actions. 

• Inspections of wire penetration 

holes, standoff/tooling holes, and the 

production fastener holes for cracking in 

the forward cargo compartment frames 

and frame reinforcements, between 

stringer (S) S–19 and S–22, on both left 

and right sides of the airplane. 

• A preventive modification of frames 

between S–19 and S–22. 

• Post-modification inspections. 

• Repairs. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section of 

this NPRM. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011). This proposed AD 

would require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Differences 

Between this Proposed AD and the 

Service Information.’’ For information 

on the procedures and compliance 

times, see this service information at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2015– 

5812. 

Differences Between This Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 737– 

53A1279, Revision 2, dated April 21, 

2015, specifies to contact the 

manufacturer for instructions on how to 

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repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Explanation of Compliance Time 

The compliance time for the 

modification specified in this proposed 

AD for addressing WFD was established 

to ensure that discrepant structure is 

modified before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Costs of Compliance 

We estimate that this proposed AD 

affects 605 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspections [retained actions from AD 2011–23– 

05, Amendment 39–16856 (76 FR 67343, November 1, 2011).

16 work-hours × $85 

per hour = $1,360 

per inspection cycle.

$0 $1,360 per inspection 

cycle.

$822,800 per inspection 

cycle. 

Inspections [new proposed action] ...................... 32 work-hours × $85 

per hour = $2,720 

per inspection cycle.

0 $2,720 per inspection 

cycle.

$1,645,600 per inspection cycle. 

Modification [new proposed action] ..................... 32 work-hours × $85 

per hour = $2,720.

0 $2,720 .......................... $1,645,600. 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair ...................................... 18 work-hours × $85 per hour = $1,530 .................................. None ....................................... $1,530 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2011–23–05, Amendment 39–16856 (76 

FR 67343, November 1, 2011), and 

adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2015–5812; Directorate Identifier 2015– 

NM–077–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by January 11, 2016. 

(b) Affected ADs 

This AD replaces AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–300, –400, and –500 series 

airplanes; certificated in any category; as 

identified in Boeing Alert Service Bulletin 

737–53A1279, Revision 2, dated April 21, 

2015. 

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(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicates 

that the fuselage frames and frame 

reinforcements are subject to widespread 

fatigue damage (WFD). We are issuing this 

AD to detect and correct fatigue cracking of 

the fuselage frames and frame 

reinforcements, which could result in 

reduced structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection, With References To 

Terminating Actions 

This paragraph restates the requirements of 

paragraph (g) of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), with references to 

terminating actions. At the applicable time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011, except 

as required by paragraphs (k)(1), (k)(2), and 

(k)(4) of this AD: Do a high frequency eddy 

current (HFEC) surface or HFEC hole/edge 

inspection for any cracking of the 1.04-inch 

nominal diameter wire penetration hole in 

the frame and frame reinforcement between 

stringer (S) S–20 and S–21, in accordance 

with Part 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1279, Revision 1, dated September 

2, 2011. Accomplishment of the applicable 

inspections required by paragraphs (m) and 

(n) of this AD terminates the inspections 

required by this paragraph. Accomplishment 

of the modification required by paragraph (p) 

of this AD terminates the inspections 

required by this paragraph for the modified 

area only. 

(h) Retained Repetitive Inspections, With 

References To Terminating Actions 

This paragraph restates the requirements of 

paragraph (h) of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), with references to 

terminating actions. Within 4,500 flight 

cycles after accomplishment of the most 

recent inspection specified in Part 2 or Part 

4 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011, or 

within 90 days after November 16, 2011 (the 

effective date of AD 2011–23–05), whichever 

occurs later: Do an HFEC hole/edge 

inspection for cracking of the 1.04-inch 

nominal diameter wire penetration hole in 

the frame and frame reinforcement between 

S–20 and S–21, in accordance with Part 4 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 4,500 flight cycles. Accomplishment 

of the applicable inspections required by 

paragraphs (m) and (n) of this AD, terminates 

the inspections required by this paragraph. 

Accomplishment of the modification 

specified in paragraph (j) or (p) of this AD 

terminates the repetitive inspections required 

by this paragraph for the modified area only. 

Accomplishment of the repair specified in 

paragraph (i) of this AD terminates the 

repetitive inspections required by this 

paragraph for the repaired area only. 

(i) Retained Repair, With No Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2011–23–05, Amendment 

39–16856 (76 FR 67343, November 1, 2011), 

with no changes. If any cracking is found 

during any inspection required by paragraph 

(g) or (h) of this AD: Before further flight, 

repair the crack including doing all 

applicable related investigative and 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 1, 

dated September 2, 2011, except as required 

by paragraph (k)(3) of this AD. All applicable 

related investigative and corrective actions 

must be done before further flight. 

Accomplishment of the requirements of this 

paragraph terminates the repetitive 

inspection requirements of paragraph (h) of 

this AD for the repaired location of that 

frame. 

(j) Retained Optional Terminating Action, 

With New Limitation 

This paragraph restates the optional action 

provided in paragraph (j) of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), with new limitation. 

Accomplishment of the preventive 

modification before the effective date of this 

AD, including doing all related investigative 

and applicable corrective actions, specified 

in Part 5 of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 737– 

53A1279, Revision 1, dated September 2, 

2011, except as required by paragraph (k)(3) 

of this AD, terminates the repetitive 

inspection requirements of paragraph (h) of 

this AD for the modified location of that 

frame, provided the modification is done 

before further flight after an inspection 

required by paragraph (g) or (h) of this AD 

has been done, and no cracking was found 

on that frame location during that inspection. 

(k) Retained Exceptions to Service 

Information Specifications, With No 

Changes 

This paragraph restates the requirements of 

paragraph (k) of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011), with no changes. The 

following exceptions apply as specified in 

paragraphs (g), (i), and (j) of this AD. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011, refers 

to a compliance time ‘‘from date on Revision 

1 of this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after November 16, 2011 (the effective 

date of AD 2011–23–05, Amendment 39– 

16856 (76 FR 67343, November 1, 2011)). 

(2) For airplanes meeting all of the criteria 

specified in paragraphs (k)(2)(i), (k)(2)(ii), 

and (k)(2)(iii) of this AD: The compliance 

time for the initial inspection specified in 

Part 2 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011, and 

required by paragraph (g) of this AD, may be 

extended to 90 days after November 16, 2011 

(the effective date of AD 2011–23–05, 

Amendment 39–16856 (76 FR 67343, 

November 1, 2011)). 

(i) Model 737–300 series airplanes in 

Group 1, line numbers 1001 through 2565 

inclusive; 

(ii) Airplanes that have accumulated 

40,000 or more total flight cycles as of 

November 16, 2011 (the effective date of AD 

2011–23–05, Amendment 39–16856 (76 FR 

67343, November 1, 2011)); and 

(iii) Airplanes on which the modification 

specified in Boeing Service Bulletin 737–53– 

1273, dated September 20, 2006; Revision 1, 

dated December 21, 2006; Revision 2, dated 

June 4, 2007; Revision 3, dated December 7, 

2009; or Revision 4, dated July 23, 2010; has 

been done, including any configuration or 

deviation that has been approved as an 

AMOC during accomplishment of these 

service bulletins, by the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) that has been 

authorized by the Manager, Seattle Aircraft 

Certification Office (ACO) to make those 

findings. 

(3) Where Boeing Alert Service Bulletin 

737–53A1279, Revision 1, dated September 

2, 2011, specifies to contact Boeing for 

appropriate repair instructions: Before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (u) of this AD. 

(4) The ‘‘Condition’’ column of paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 1, dated 

September 2, 2011, refers to total flight cycles 

‘‘at the date of/on this service bulletin.’’ 

However, this AD applies to the airplanes 

with the specified total flight cycles as of 

November 16, 2011 (the effective date of AD 

2011–23–05, Amendment 39–16856 (76 FR 

67343, November 1, 2011)). 

(l) Retained Credit for Previous Actions, 

With No Changes 

This paragraph restates the requirements of 

paragraph (l) of AD 2011–23–05, Amendment 

39–16856 (76 FR 67343, November 1, 2011), 

with no changes. Actions done in accordance 

with Boeing Alert Service Bulletin 737– 

53A1279, dated December 18, 2007, before 

November 16, 2011 (the effective date of AD 

2011–23–05), are acceptable for compliance 

with the corresponding actions required by 

paragraphs (g), (h), (i), and (j) of this AD. 

(m) New Requirement of This AD: 

Inspections of Frames and Frame 

Reinforcements Between S–19 and S–22 for 

Certain Airplanes on Which Certain 

Inspections Have Not Been Accomplished 

For airplanes identified as Groups 1 

through 6, Configuration 3, in Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015, with 30,000 total flight 

cycles or fewer as of the effective date of this 

AD, on which any inspections specified in 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 1, dated September 2, 2011, have 

not been accomplished: Except as required 

by paragraphs (t)(1) and (t)(2) of this AD, at 

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Federal Register / Vol. 80, No. 228 / Friday, November 27, 2015 / Proposed Rules 74051 

the applicable time specified in table 1 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, or within 

4,500 flight cycles after the effective date of 

this AD, whichever occurs later, do 

inspections for cracking at certain locations 

in the frames and frame reinforcements in 

accordance with ‘‘Part 2—Initial Detail and 

HFEC Inspection’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1279, Revision 2, dated April 21, 

2015. Repeat the inspections for cracking at 

certain locations in the frames and frame 

reinforcements as specified in ‘‘Part 4— 

Repeat Detail and HFEC Inspections’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015, thereafter at the 

applicable interval specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015; or, before further flight after 

accomplishing an inspection and no cracking 

was found, do ‘‘Part 5—Preventative 

Modification’’ as specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. Accomplishment of the 

preventive modification specified in this 

paragraph terminates the repetitive 

inspections required by this paragraph for the 

modified area only. Do all actions specified 

in this paragraph in accordance with 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. 

(n) New Requirement of This AD: 

Inspections of Frames and Frame 

Reinforcements Between S–19 and S–22 for 

Groups 1–6, Configuration 3, Airplanes 

For airplanes identified as Groups 1 

through 6, Configuration 3, in Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015, with more than 30,000 

total flight cycles as of the effective date of 

this AD, or that have been inspected as 

specified in Boeing Alert Service Bulletin 

737–53A1279, Revision 1, dated September 

2, 2011: Except as required by paragraphs 

(t)(1) and (t)(2) of this AD, at the applicable 

time specified in table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015, do inspections for cracking at 

certain locations of the frames and frame 

reinforcements in accordance with ‘‘Part 4— 

Repeat Detail and HFEC Inspections’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. Repeat the inspections 

thereafter at the applicable interval specified 

in paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015; or, before 

further flight after accomplishing an 

inspection and no cracking was found, do 

‘‘Part 5—Preventative Modification’’ as 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1279, Revision 2, dated April 21, 

2015. Accomplishment of the preventive 

modification specified in this paragraph 

terminates the repetitive inspections required 

by this paragraph for the modified area only. 

(o) New Requirement of This AD: Repairs 

If any crack is found during any inspection 

required by paragraph (m) or (n) of this AD: 

Before further flight, repair, in accordance 

with ‘‘Part 3—Repair’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015, except where Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, specifies to 

contact Boeing for damage removal and 

repair instructions, repair before further 

flight using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. Accomplishing a 

repair terminates the inspections required by 

paragraphs (m) and (n) of this AD in the 

repaired area only. Accomplishment of a 

repair terminates the modification required 

by paragraph (p) of this AD at the repaired 

location only. 

(p) New Requirement of This AD: 

Preventative Modification of the Frames 

Between S–19 and S–22 

For airplanes identified as Groups 1 

through 6, Configuration 3, in Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015: Except as required by 

paragraphs (t)(1) and (t)(2) of this AD, at the 

applicable time specified in table 2 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, do the 

preventive modification of the frames 

between S–19 and S–22, in accordance with 

‘‘Part 5—Preventative Modification’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. Accomplish of the 

modification required by this paragraph 

terminates the requirements of paragraphs 

(g), (h), (m), and (n) of this AD for the 

modified location only. 

(q) New Requirement of This AD: 

Inspections of Preventive Modification for 

Groups 1–3, Configuration 1, Airplanes 

For airplanes identified as Groups 1 

through 3, Configuration 1, in Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015: Except as required by 

paragraph (t)(1) of this AD, at the applicable 

time specified in table 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015, do HFEC, LFEC, and detailed 

inspections for cracking in accordance with 

‘‘Part 7—INSPECTION OF PREVENTATIVE 

MODIFICATION’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1279, Revision 2, dated April 21, 

2015. Repeat the inspections thereafter at the 

applicable interval specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015. If any cracking is found 

during any inspection required by this 

paragraph, before further flight, repair using 

a method approved in accordance with the 

procedures specified in paragraph (u) of this 

AD. 

(r) New Requirement of This AD: Inspections 

of Preventive Modification for Groups 1–6, 

Configuration 2 

For airplanes identified as Groups 1 

through 6, Configuration 2, in Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015: Except as required by 

paragraph (t)(1)of this AD, at the applicable 

time specified in table 4 or table 6 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, do HFEC, 

LFEC, and detailed inspections for cracking 

in accordance with ‘‘Part 8—INSPECTION 

OF PREVENTATIVE MODIFICATION’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. Repeat the inspections 

thereafter at the applicable interval specified 

in table 4 or table 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015. If any cracking is found 

during any inspection required by this 

paragraph, before further flight, repair using 

a method approved in accordance with the 

procedures specified in paragraph (u) of this 

AD. 

(s) New Requirement of This AD: Inspections 

of Preventive Modification for Group 4–6, 

Configuration 1, Airplanes 

For airplanes identified as Group 4 through 

6, Configuration 1, in Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015: At the applicable time 

specified in table 5 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1279, Revision 2, dated 

April 21, 2015, except as required by 

paragraph (t)(1) of this AD: Do HFEC, LFEC 

and detailed inspections for cracking in 

accordance with ‘‘Part 7—INSPECTION OF 

PREVENTATIVE MODIFICATION’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1279, Revision 2, 

dated April 21, 2015. Repeat the inspections 

thereafter at the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015. If any 

cracking is found during any inspection 

required by this paragraph, before further 

flight, repair using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. 

(t) New Requirement of This AD: Exceptions 

to Service Bulletin Specifications 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, refers to a 

compliance time ‘‘after the Revision 2 date of 

this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) The ‘‘Condition’’ column in table 1 and 

table 2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1279, 

Revision 2, dated April 21, 2015, refers to 

total flight cycles ‘‘at the Revision 2 date of 

this service bulletin.’’ However, this AD 

applies to the airplanes with the specified 

total flight cycles as of the effective date of 

this AD. 

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74052 Federal Register / Vol. 80, No. 228 / Friday, November 27, 2015 / Proposed Rules 

(u) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles 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 

paragraph (v)(1) of this AD. Information may 

be emailed to: 9-ANM-LAACO-AMOCRequests@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, 

modification, or alteration 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. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2009–02–06, 

Amendment 39–15796 (74 FR 10469, March 

11, 2009); AD 2009–02–06 R1, Amendment 

39–16015 (74 FR 45979, September 6, 2009); 

and AD 2011–23–05, Amendment 39–16856 

(76 FR 67343, November 1, 2011); are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(v) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6447; fax: 425– 

917–6590; email: wayne.lockett@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may view this referenced service information 

at the FAA, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on 

November 17, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–30008 Filed 11–25–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–5816; Directorate 

Identifier 2015–NM–029–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2006–10– 

16, which applies to all The Boeing 

Company Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, 747SR, and 747SP 

series airplanes. AD 2006–10–16 

requires, for certain airplanes, repetitive 

inspections for cracking of the outboard 

and center sections of the horizontal 

stabilizer, and repair if necessary. For 

certain other airplanes, AD 2006–10–16 

requires a detailed inspection to 

determine the type of fasteners, and 

related investigative actions and repair 

if necessary. Since we issued AD 2006– 

10–16, additional cracking was found in 

the splice plates, hinge fittings, terminal 

fittings, the upper skin of the outboard 

and center sections, and the rear spar 

webs before reaching the inspection 

interval specified in AD 2006–10–16. 

Cracked and fractured Maraging steel 

fasteners were also found. This 

proposed AD would reduce the 

compliance time for certain inspections 

and would add repetitive inspections 

for cracking of the splice plates, hinge 

fittings, terminal fittings, the upper skin 

of the outboard and center sections, and 

the rear spar webs in Zone B. This 

proposed AD would also add an 

inspection to determine whether 

fasteners are magnetic in Zone C, 

repetitive ultrasonic inspections for 

cracking and fractures of affected 

fasteners, and related investigative and 

corrective actions if necessary. This 

proposed AD would also add an 

optional modification, which would 

terminate certain repetitive inspections, 

and would add post-modification 

inspections and corrective action if 

necessary. We are proposing this AD to 

detect and correct this cracking, which 

could lead to reduced structural 

capability of the outboard and center 

sections of the horizontal stabilizer and 

could result in loss of control of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by January 11, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P. O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone: 206–544–5000, extension 1; 

fax: 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this 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. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

5816. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

5816; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Nathan Weigand, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6428; fax: 

425–917–6590; email: 

nathan.p.weigand@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

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