58330 Federal Register / Vol. 77, No. 183 / Thursday, September 20, 2012 / Proposed Rules 

Issued in Renton, Washington, on 

September 11, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–23217 Filed 9–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0994; Directorate 

Identifier 2012–NM–119–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 an 

existing airworthiness directive (AD) 

that applies to all The Boeing Company 

Model 737–600, –700, –700C, –800, 

–900, and –900ER series airplanes. The 

existing AD currently requires repetitive 

inspections of the aft attach lugs of the 

elevator tab control mechanisms, and 

replacement of any discrepant elevator 

tab control mechanism. Since we issued 

that AD, Boeing has developed a 

modification of the aft attach lugs of the 

elevator tab control mechanisms, which 

will adequately address the unsafe 

condition. This proposed AD would 

require replacing the left and right 

elevator tab control mechanisms with 

elevator tab control mechanisms that 

have the modified attach lugs, which 

would terminate the existing 

requirements. We are proposing this AD 

to prevent discrepancies in the aft attach 

lugs of the elevator tab control 

mechanism, which could result in 

severe elevator and tab vibration. 

Consequent structural failure of the 

elevator or horizontal stabilizer could 

result in loss of structural integrity and 

aircraft control. 

DATES: We must receive comments on 

this proposed AD by November 5, 2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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 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 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 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: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office (ACO), 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

phone: 425–917–6490; fax: 425–917– 

6590; email: kelly.mcguckin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2012–0994; Directorate Identifier 

2012–NM–119–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 

On August 11, 2010, we issued AD 

2010–17–19, Amendment 39–16413 (75 

FR 52242, August 25, 2010), for all The 

Boeing Company Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes. That AD requires repetitive 

inspections of the aft attach lugs of the 

elevator tab control mechanisms, and 

replacement of any discrepant elevator 

tab control mechanism. That AD was 

prompted by reports of failure of the aft 

attach lugs on the elevator tab control 

mechanisms, which resulted in severe 

elevator vibration. That AD also was 

prompted by reports of gaps in elevator 

tab control mechanisms and analysis 

that additional elevator tab control 

mechanisms might have bearings that 

will come loose. We issued that AD to 

detect and correct discrepancies in the 

aft attach lugs of the elevator tab control 

mechanism, which could result in 

elevator and tab vibration. Consequent 

structural failure of the elevator or 

horizontal stabilizer could result in loss 

of structural integrity and aircraft 

control. 

Actions Since Existing AD (AD 2010– 

17–19, Amendment 39–16413 (75 FR 

52242, August 25, 2010)) Was Issued 

The preamble to AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, 

August 25, 2010), specifies that we 

consider the requirements ‘‘interim 

action’’ and that the manufacturer is 

developing a modification to address 

the unsafe condition. That AD explains 

that we might consider further 

rulemaking if a modification is 

developed, approved, and available. The 

manufacturer now has developed such a 

modification, and we have determined 

that further rulemaking is indeed 

necessary; this proposed AD follows 

from that determination. 

Relevant Service Information 

We reviewed Boeing Service Bulletin 

737–27–1300, dated April 16, 2012, 

which describes procedures for 

replacing elevator tab control 

mechanisms that have sheet metal aft 

attach lugs with elevator tab control 

mechanisms that have new machined 

aft attach lugs. 

Boeing Service Bulletin 737–27–1300, 

dated April 16, 2012, has been approved 

as an alternative method of compliance 

with the requirements of paragraphs (g) 

through (t) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, 

August 25, 2010). 

Clarification of Part Name 

The elevator tab control mechanism is 

incorrectly identified as the ‘‘elevator 

control tab mechanism’’ in certain 


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Federal Register / Vol. 77, No. 183 / Thursday, September 20, 2012 / Proposed Rules 58331 

paragraphs of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, 

August 25, 2010). We have corrected 

that part name in this proposed AD. 

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 the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, 

August 25, 2010). This proposed AD 

would also require replacement of the 

left and right elevator tab control 

mechanisms with elevator tab control 

mechanisms that have new machined 

aft attach lugs, which would terminate 

the existing requirements. 

Costs of Compliance 

We estimate that this proposed AD 

affects 1,096 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 

Retained actions ............................... 7 work-hours × $85 per hour = $595 

per inspection cycle.

$0 ..................................................... $595 per inspection cycle. 

Mechanism replacement (one option 

for proposed terminating action).

12 work-hours × $85 per hour = 

$1,020.

$58,579 1 ..........................................

$1,140 (installation kit) .....................

$60,739 per airplane. 

Mechanism modification and replacement (one option for proposed terminating action).24 work-hours × $85 per hour = 

$2,040.

$5,858 (for the modification) ............

$1,140 (installation kit) .....................

$2,145 (tooling 2) ..............................

$11,183 per airplane. 

1This is the estimated cost for both a left and right mechanism. Boeing is planning a seed/exchange program so operators are not forced to 

purchase a new mechanism. 2Per the Boeing service information, tooling is available from Boeing for $90 per day. 

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) 

2010–17–19, Amendment 39–16413 (75 

FR 52242, August 25, 2010), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2012–0994; Directorate Identifier 2012– 

NM–119–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by November 5, 2012. 

(b) Affected ADs 

This AD supersedes AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737–600, –700, –700C, 

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

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by reports of failure 

of the aft attach lugs on the elevator tab 

control mechanisms, which resulted in 

severe elevator vibration. This AD also 

results from reports of gaps in elevator tab 

control mechanisms and analysis that 

additional elevator tab control mechanisms 

might have bearings that will come loose. We 

are issuing this AD to prevent discrepancies 

in the aft attach lugs of the elevator tab 

control mechanism, which could result in 

severe elevator and tab vibration. Consequent 

structural failure of the elevator or horizontal 

stabilizer could result in loss of structural 

integrity and aircraft control. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections for 

Group 1 Airplanes 

This paragraph restates the requirements of 

paragraph (m) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010), with revised terminating action. 

For Group 1 airplanes, as identified in Boeing 

Alert Service Bulletin 737–27A1297, dated 

April 16, 2010: Except as required by 

paragraph (h) of this AD, within 12 days after 


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58332 Federal Register / Vol. 77, No. 183 / Thursday, September 20, 2012 / Proposed Rules 

April 29, 2010 (the effective date of AD 

2010–09–05), do a detailed inspection for 

discrepancies of the inboard and outboard aft 

attach lugs of the left and right elevator tab 

control mechanisms, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010. Repeat the inspection thereafter at 

intervals not to exceed 300 flight hours. 

Doing the replacement specified in paragraph 

(l) of this AD before September 9, 2010 (the 

effective date of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010)), terminates the requirements of 

this paragraph. Doing the inspection required 

by paragraph (n) of this AD terminates the 

requirements of this paragraph. 

(h) Retained ETOPS Flight Provisions 

This paragraph restates the requirements of 

paragraph (n) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010), with a terminating action 

provision. For Group 1 airplanes as identified 

in Boeing Alert Service Bulletin 737– 

27A1297, dated April 16, 2010: Beginning 7 

days after April 29, 2010 (the effective date 

of AD 2010–09–05), no person may operate 

an airplane on an extended twin operations 

(ETOPS) flight unless the initial inspection 

required by paragraph (g) of this AD has been 

accomplished. Doing the inspection required 

by paragraph (n) of this AD terminates the 

requirements of this paragraph. 

(i) Retained One-Time Inspection for Group 

2, Configuration 1, Airplanes 

This paragraph restates the requirements of 

paragraph (o) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010), with revised terminating action 

provisions. For Group 2, Configuration 1, 

airplanes as identified in Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010: Within 30 days after April 29, 2010 

(the effective date of AD 2010–09–05), do a 

one-time detailed inspection for 

discrepancies of the inboard and outboard aft 

attach lugs of the left and right elevator tab 

control mechanisms, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010. Doing the inspection required by 

paragraph (n) of this AD terminates the 

requirements of this paragraph. 

(j) Corrective Actions for Paragraphs (g), (i), 

and (k) of This AD 

This paragraph restates the requirements of 

paragraph (p) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010). If, during any inspection required 

by paragraph (g), (i), or (k) of this AD, any 

discrepancy is found, before further flight, 

replace the elevator tab control mechanism 

by doing the actions specified in paragraphs 

(j)(1) and (j)(2) of this AD. 

(1) Do a detailed inspection for 

discrepancies of the replacement elevator tab 

control mechanism; and, if no discrepancy is 

found, install the replacement elevator tab 

control mechanism; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010. If any discrepancy is found, then 

that elevator tab control mechanism cannot 

be installed and the actions specified in this 

paragraph must be done before further flight 

on another replacement elevator tab control 

mechanism. 

(2) Re-inspect the installed elevator tab 

control mechanism using the inspection 

procedure specified in paragraph (i) of this 

AD. 

(k) Retained Repetitive Inspections for 

Certain Group 2, Configuration 1, Airplanes 

This paragraph restates the requirements of 

paragraph (q) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010), with revised terminating action 

provisions. For Group 2, Configuration 1, 

airplanes as identified in Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010, on which the elevator tab control 

mechanism is replaced with a mechanism 

other than a new, Boeing-built mechanism: 

Within 300 flight hours after doing the 

replacement, do a detailed inspection for 

discrepancies of the inboard and outboard aft 

attach lugs of the left and right elevator tab 

control mechanisms, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, dated April 

16, 2010. Repeat the inspection thereafter at 

intervals not to exceed 300 flight hours. 

Doing the replacement specified in paragraph 

(l) of this AD before September 9, 2010 (the 

effective date of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010)), is terminating action for this 

paragraph. Doing the inspection required by 

paragraph (n) of this AD terminates the 

requirements of this paragraph. 

(l) Terminating Action Credit for Paragraphs 

(g), (i), and (k) of This AD 

This paragraph restates the requirements of 

paragraph (r) of AD 2010–09–05, Amendment 

39–16270 (75 FR 21499, April 26, 2010), with 

revised terminating action provisions. 

Replacing an elevator tab control mechanism 

with a new, Boeing-built mechanism before 

September 9, 2010 (the effective date of AD 

2010–17–19, Amendment 39–16413 (75 FR 

52242, August 25, 2010)), as specified in 

paragraphs (l)(1) and (l)(2) of this AD, 

terminates the inspections required by 

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

Replacement of the elevator tab control 

mechanism on or after September 9, 2010 

(the effective date of AD 2010–17–19), does 

not terminate the inspections required by 

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

Note 1 to paragraph (l) of this AD: 

Additional guidance can be found in 

paragraphs 3.B.7.b.(1)(a)1) and 

3.B.7.b.(1)(a)2) of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–27A1297, dated April 16, 2010, for 

establishing whether the mechanism is 

Boeing-built. 

(1) Do a detailed inspection for 

discrepancies of the new, Boeing-built 

replacement elevator tab control mechanism; 

and, if no discrepancy is found, install the 

replacement elevator tab control mechanism; 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–27A1297, dated April 16, 2010. If any 

discrepancy is found, then that elevator tab 

control mechanism cannot be installed and 

the actions specified in this paragraph must 

be done on another new, Boeing-built 

replacement elevator tab control mechanism. 

(2) Re-inspect the installed elevator tab 

control mechanism using the inspection 

procedure specified in paragraph (i) of this 

AD. 

(m) Retained Reporting for Paragraphs (g), 

(i), and (k) of This AD 

This paragraph restates the requirements of 

paragraph (s) of AD 2010–09–05, 

Amendment 39–16270 (75 FR 21499, April 

26, 2010). For airplanes identified in Boeing 

Alert Service Bulletin 737–27A1297, dated 

April 16, 2010: At the applicable time 

specified in paragraph (m)(1) or (m)(2) of this 

AD, submit a report of any findings (positive 

and negative) of the first inspection required 

by paragraphs (g), (i), and (k) of this AD, and 

any positive findings from the repetitive 

inspections required by paragraphs (g) and 

(k) of this AD, to Boeing Commercial 

Airplanes Group, Attention: Manager, Airline 

Support, email: rse.boecom@boeing.com. The 

report must include the inspection results 

including a description of any discrepancies 

found, the airplane line number, and the total 

number of flight cycles and flight hours 

accumulated on the airplane. 

(1) If the inspection was done on or after 

April 29, 2010 (the effective date of AD 

2010–09–05, Amendment 39–16270 (75 FR 

21499, April 26, 2010)): Submit the report 

within 10 days after the inspection. 

(2) If the inspection was done before April 

29, 2010 (the effective date of AD 2010–09– 

05, Amendment 39–16270 (75 FR 21499, 

April 26, 2010)): Submit the report within 10 

days after April 29, 2010 (the effective date 

of AD 2010–09–05). 

(n) Retained Repetitive Inspections 

This paragraph restates the requirements of 

paragraph (n) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). For airplanes having line numbers 

1 through 3909 inclusive: At the applicable 

time specified in paragraph (n)(1), (n)(2), or 

(n)(3) of this AD, do a detailed inspection for 

discrepancies of the inboard and outboard aft 

attach lugs of the left and right elevator tab 

control mechanisms, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, Revision 1, 

dated August 2, 2010. For Groups 1 and 2 

airplanes identified in Boeing Alert Service 

Bulletin 737–27A1297, Revision 1, dated 

August 2, 2010, repeat the inspection 

thereafter at intervals not to exceed 300 flight 

hours, except as provided by paragraph (t)(2) 

of this AD. For Group 3 airplanes identified 

in Boeing Alert Service Bulletin 737– 

27A1297, Revision 1, dated August 2, 2010, 

repeat the inspection thereafter at intervals 

not to exceed 1,800 flight hours, except as 

required by paragraphs (p) and (t)(2) of this 

AD. Doing the inspection specified in this 

paragraph terminates the requirements of 

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

(1) For Group 1 airplanes identified in 

Boeing Alert Service Bulletin 737–27A1297, 

Revision 1, dated August 2, 2010: Within 300 

flight hours after doing an inspection in 

accordance with Boeing Alert Service 

Bulletin 737–27A1297, dated April 16, 2010, 

or within 30 days after September 9, 2010 


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(the effective date of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010)), whichever occurs later. 

(2) For Group 2 airplanes identified in 

Boeing Alert Service Bulletin 737–27A1297, 

Revision 1, dated August 2, 2010: At the later 

of the times specified in paragraphs (n)(2)(i) 

and (n)(2)(ii) of this AD. 

(i) Before the accumulation of 2,000 total 

flight cycles or 4,000 total flight hours, 

whichever occurs first. 

(ii) Within 14 days after September 9, 2010 

(the effective date of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010)). 

(3) For Group 3 airplanes identified in 

Boeing Alert Service Bulletin 737–27A1297, 

Revision 1, dated August 2, 2010: Within 180 

days or 1,800 flight hours after September 9, 

2010 (the effective date of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010)), whichever occurs first. 

(o) Retained Corrective Actions for 

Paragraphs (n) and (p) of This AD 

This paragraph restates the requirements of 

paragraph (o) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). If, during any inspection required 

by paragraph (n) or (p) of this AD, any 

discrepancy is found, before further flight, 

replace the elevator tab control mechanism 

by doing the actions specified in paragraphs 

(o)(1) and (o)(2) of this AD. 

(1) Do a detailed inspection for 

discrepancies of the replacement elevator tab 

control mechanism; and, if no discrepancy is 

found, install the replacement elevator tab 

control mechanism; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1297, Revision 1, 

dated August 2, 2010. If any discrepancy is 

found, then that elevator tab control 

mechanism cannot be installed and the 

actions specified in this paragraph must be 

done before further flight on another 

replacement elevator tab control mechanism. 

(2) Re-inspect the installed elevator tab 

control mechanism using the inspection 

procedure specified in paragraph (n) of this 

AD. 

(p) Retained Reduced Repetitive Inspection 

Interval for Group 3 Airplanes 

This paragraph restates the requirements of 

paragraph (p) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). For Group 3 airplanes as identified 

in Boeing Alert Service Bulletin 737– 

27A1297, Revision 1, dated August 2, 2010, 

on which the elevator tab control mechanism 

is replaced during the actions required by 

paragraph (o) of this AD: Within 300 flight 

hours after doing the replacement, do a 

detailed inspection for discrepancies of the 

inboard and outboard aft attach lugs of the 

replaced elevator tab control mechanism, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–27A1297, Revision 1, dated August 2, 

2010. Repeat the inspection of the replaced 

elevator tab control mechanism thereafter at 

intervals not to exceed 300 flight hours, 

except as provided by paragraph (t)(2) of this 

AD. 

(q) Retained Credit for Initial Inspection 

Done in Accordance With the Original Issue 

of the Service Bulletin 

This paragraph restates the requirements of 

paragraph (q) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). For Group 1 airplanes as identified 

in Boeing Alert Service Bulletin 737– 

27A1297, Revision 1, dated August 2, 2010: 

Inspections done in accordance with Boeing 

Alert Service Bulletin 737–27A1297, dated 

April 16, 2010, are acceptable for compliance 

with only the initial inspection required by 

paragraph (n) of this AD. 

(r) Retained Reporting for Paragraphs (n) 

and (p) of This AD 

This paragraph restates the requirements of 

paragraph (r) of AD 2010–17–19, Amendment 

39–16413 (75 FR 52242, August 25, 2010). 

For airplanes having line numbers 1 through 

3909 inclusive: At the applicable time 

specified in paragraph (r)(1) or (r)(2) of this 

AD, submit a report of any findings (positive 

and negative) of the first inspection required 

by paragraphs (n) and (p) of this AD, except 

for airplanes on which a report required by 

paragraph (m) of this AD has been submitted, 

only submit positive findings; and submit a 

report of any positive findings from the 

repetitive inspections required by paragraphs 

(n) and (p) of this AD; to Boeing Commercial 

Airplanes Group, Attention: Manager, Airline 

Support, email: rse.boecom@boeing.com. The 

report must include the inspection results 

including a description of any discrepancies 

found, the airplane line number, and the total 

number of flight cycles and flight hours 

accumulated on the airplane. 

(1) If the inspection was done on or after 

September 9, 2010 (the effective date of AD 

2010–17–19, Amendment 39–16413 (75 FR 

52242, August 25, 2010)): Submit the report 

within 10 days after the inspection. 

(2) If the inspection was done before 

September 9, 2010 (the effective date of AD 

2010–17–19, Amendment 39–16413 (75 FR 

52242, August 25, 2010)): Submit the report 

within 10 days after September 9, 2010 (the 

effective date of AD 2010–17–19). 

(s) Retained Provision Regarding Return of 

Parts 

This paragraph restates the provision 

specified in paragraph (s) of AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010). Although Boeing Alert Service 

Bulletin 737–27A1297, dated April 16, 2010; 

and Boeing Alert Service Bulletin 737– 

27A1297, Revision 1, dated August 2, 2010; 

specify to return the affected elevator tab 

control mechanism to the manufacturer, this 

AD does not require the return of the part to 

the manufacturer. 

(t) Retained Parts Installation Limitations 

This paragraph restates the requirements of 

paragraph (t) of AD 2010–17–19, Amendment 

39–16413 (75 FR 52242, August 25, 2010). As 

of September 9, 2010 (the effective date of 

AD 2010–17–19), and until the effective date 

of this new AD, comply with the conditions 

specified in paragraphs (t)(1) and (t)(2) of this 

AD. 

(1) No person may install an elevator tab 

control mechanism, part number 251A2430– 

( ), on any airplane, unless the mechanism 

has been inspected before and after 

installation using the inspection procedures 

specified in paragraphs (o)(1) and (o)(2) of 

this AD, and no discrepancies have been 

found. 

(2) An elevator tab control mechanism, part 

number 251A2430–( ), may be installed, 

provided that the inspection specified in 

paragraph (n) of this AD is done within 300 

flight hours after doing the installation, and 

that the inspection specified in paragraph (n) 

of this AD is repeated thereafter at intervals 

not to exceed 300 flight hours. 

(u) New Replacement 

For airplanes having line numbers 1 

through 3909 inclusive: Within 60 months 

after the effective date of this AD, replace the 

left and right elevator tab control 

mechanisms with elevator tab control 

mechanisms that have new machined aft 

attach lugs, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–27–1300, dated April 

16, 2012. This replacement terminates the 

requirements of paragraphs (g) through (t) of 

this AD. 

(v) New Parts Installation Prohibition 

For all airplanes: As of the effective date 

of this AD, no person may install, on any 

airplane, an elevator tab control mechanism 

having P/N 251A2430–13, –14, –15, –16, –17, 

–18, –101, –102, –103, –104, –105, or –106. 

(w) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(x) Alternative Methods of Compliance 

(AMOCs) 

(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. 

Information may be emailed to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 


wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
58334 Federal Register / Vol. 77, No. 183 / Thursday, September 20, 2012 / Proposed Rules 

(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) AMOCs approved for AD 2010–17–19, 

Amendment 39–16413 (75 FR 52242, August 

25, 2010), are approved as AMOCs for the 

corresponding provisions of this AD. 

(y) Related Information 

(1) For more information about this AD, 

contact Kelly McGuckin, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

phone: 425–917–6490; fax: 425–917–6590; 

email: kelly.mcguckin@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

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

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

may review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

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

Issued in Renton, Washington, on 

September 6, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–23218 Filed 9–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0985; Directorate 

Identifier 2011–NM–250–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 adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737–600, 

–700, –700C, –800, –900, and –900ER 

series airplanes. This proposed AD was 

prompted by a report of chafing damage 

to a wire bundle that was arcing to 

hydraulic tubing and caused by 

insufficient separation between the wire 

bundle and the hydraulic tubing in the 

main landing gear (MLG) wheel well. 

This proposed AD would require an 

inspection for damage of wire bundles 

and hydraulic tubing on the right side 

of the forward bulkhead of the MLG 

wheel well; installation of new clamps; 

and corrective actions, as applicable. 

We are proposing this AD to detect and 

correct possible damage caused by 

insufficient separation between the wire 

bundles and hydraulic tubing to prevent 

electrical arcing in a flammable fluid 

leakage zone, which could lead to a 

wheel well fire. 

DATES: We must receive comments on 

this proposed AD by November 5, 2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; email 

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 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: 

Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6418; fax: (425) 917–6590; email: 

marie.hogestad@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2012–0985; Directorate Identifier 2011– 

NM–250–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 

We received a report of a Model 737– 

800 airplane that was found with the 

circuit breaker of the #2 engine spar 

valve open. Maintenance found that a 

wire had chafed and was arcing to a 

hydraulic line. The chafing condition 

was caused by inadequate separation 

between the wire bundle and the 

hydraulic line. Boeing inspected 

additional airplanes in production and 

found that there was not sufficient 

separation, based on design 

requirements, between the wire bundles 

and adjacent hydraulic tubing at that 

location. Wire chafing damage and 

electrical arcing in a flammable fluid 

leakage zone could lead to a wheel well 

fire. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 737–29– 

1113, dated March 23, 2011. That 

service bulletin describes procedures for 

a general visual inspection for damage 

of wire bundles W6128, W7122, W8122, 

and W8222 and hydraulic tubing part 

numbers (P/Ns) 272A4451–136 and 

272A4451–137, installation of new 

clamps between the wire bundles and 

the adjacent hydraulic tubing, and 

corrective actions as applicable. 

Corrective actions include repairing 

damaged wire bundles and replacing or 

repairing damaged hydraulic tubing. 

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 


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