47522 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules 

–320, and –500 airplanes, all manufacturer 

serial numbers (MSN) up to MSN 643 

inclusive; and Model ATR72–101, –102, 

–201, –202, –211, –212, and –212A airplanes, 

all MSNs up to MSN 728 inclusive; 

certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

One ATR operator has experienced inflight elevator travel limitations with unusual 

effort being necessary on pitch axis to control 

the aeroplane, while the ‘‘pitch mistrim’’ 

message appeared on the ADU [advisory 

display unit] display. The elevators seemed 

to be jammed. 

During the post-flight inspection, it was 

discovered that the LH [left-hand] elevator 

lower stop assembly was broken at the level 

of the angles, which may have prevented the 

elevator to respond normally to the flight 

control input. 

This condition, if not detected and 

corrected, could lead to reduced control of 

the aeroplane. 

* * * * * 

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. 

Actions 

(g) Within 6 months after the effective date 

of this AD, perform a general visual 

inspection of the inboard hinge fitting area 

and a detailed inspection of lower stop 

angles of the inboard hinge fittings on both 

LH and right-hand (RH) elevators, in 

accordance with the Accomplishment 

Instructions of Avions de Transport Re ́gional 

Service Bulletin ATR42–55–0014, dated May 

11, 2010; or Avions de Transport Re ́gional 

Service Bulletin ATR72–55–1006, dated May 

11, 2010; as applicable. 

(1) If any damaged angle is found during 

the inspection required by paragraph (g) of 

this AD, before further flight, replace the 

damaged angles with serviceable parts and 

accomplish a detailed inspection of the 

adjacent areas to detect any damage, in 

accordance with the Accomplishment 

Instructions of Avions de Transport Re ́gional 

Service Bulletin ATR42–55–0014, dated May 

11, 2010; or Avions de Transport Re ́gional 

Service Bulletin ATR72–55–1006, dated May 

11, 2010; as applicable. 

(2) If any damage is detected in adjacent 

areas during the inspection required by 

paragraph (g)(1) of this AD, before further 

flight, repair the damage using a method 

approved by either the Manager, 

International Branch, ANM 116, Transport 

Airplane Directorate, FAA; or European 

Aviation Safety Agency (EASA) (or its 

delegated agent). 

(h) Submit a report of the findings 

(damaged angles found on the LH and RH 

side elevator) of the inspection required by 

paragraph (g) of this AD to ATR Engineering, 

Service Bulletin Group, 1 Allee Pierre Nadot, 

31712 Blagnac Cedex, France, at the 

applicable time specified in paragraph (h)(1) 

or (h)(2) of this AD. The report must include 

the MSN, accomplishment date, registration 

number, number of flights, flight hours, 

inspection results, and performed actions. In 

addition, return any damaged lower stop 

angles to ATR Engineering, Service Bulletin 

Group, 1 Allee Pierre Nadot, 31712 Blagnac 

Cedex, France. 

(1) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(i) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 227–1137; fax (425) 

227–1149. Information may be e-mailed 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) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: 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. 

Related Information 

(j) Refer to MCAI EASA Airworthiness 

Directive 2010–0138, dated July 1, 2010; 

Avions de Transport Re ́gional Service 

Bulletin ATR42–55–0014, dated 

May 11, 2010; and Avions de Transport 

Re ́gional Service Bulletin ATR72–55–1006, 

dated May 11, 2010; for related information. 

Issued in Renton, Washington, on July 26, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–19902 Filed 8–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0722; Directorate 

Identifier 2010–NM–262–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 Series 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 certain Model 737–100 

and –200 series airplanes. The existing 

AD currently requires various 

inspections for cracks in the outboard 

chord of the frame at body station (BS) 

727 and in the outboard chord of 

stringer (S) 18A, and repair or 

replacement of cracked parts. Since we 

issued that AD, there have been several 

reports of fatigue cracking in the frame 

outboard chord at BS 727 and in the 

radius of the auxiliary chord on 

airplanes that were not affected by the 

existing AD. This proposed AD would 

add airplanes to the applicability 

statement in the existing AD and add 

inspections for cracks in the BS 727 

frame outboard chords and the radius of 

the auxiliary chord, for certain 

airplanes. This proposed AD would also 

remove the inspections of the outboard 

chord of S–18A required by the existing 

AD. We are proposing this AD to detect 

and correct fatigue cracking of the 

outboard and auxiliary chords, which 


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could result in reduced structural 

integrity of the outboard chord and 

consequent rapid decompression of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by September 19, 

2011. 

ADDRESSES: You may send comments 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, 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 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: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone (425) 

917–6450; fax (425) 917–6590; e-mail 

alan.pohl@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–2011–0722; Directorate Identifier 

2010–NM–262–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 June 5, 1995, we issued AD 95– 

12–17, amendment 39–9268 (60 FR 

36981, July 19, 1995), for certain Model 

737–100 and –200 series airplanes. That 

AD requires various inspections for 

cracks in the outboard chord of the 

frame at body station (BS) 727 and in 

the outboard chord of stringer (S) 18A, 

and repair or replacement of cracked 

parts. That AD resulted from reports of 

fatigue cracks in those outboard chords. 

We issued that AD to prevent such 

fatigue cracking, which could result in 

reduced structural integrity of the 

outboard chords, and subsequent rapid 

decompression of the airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 95–12–17, we 

have received several reports of fatigue 

cracking in the frame outboard chord at 

BS 727 and in the radius of the auxiliary 

chord. The cracking in the chords 

occurred on airplanes that had 

accumulated between 20,000 and 52,000 

total flight cycles, and between 27,000 

and 74,000 total flight hours. The 

cracking in the auxiliary chord occurred 

on airplanes that had accumulated 

between 46,000 and 85,000 total flight 

cycles, and between 41,000 and 64,000 

total flight hours. This cracking is 

caused by fatigue. The airplanes that are 

affected by AD 95–12–17 were produced 

with outboard chords at BS 727 made of 

7075–T6 aluminum; subsequent 

airplanes were produced with outboard 

chords made of 7075–T73 aluminum. 

In addition, we have determined that 

the inspections of the outboard chord of 

S–18A required by the existing AD are 

no longer necessary. The new 

inspections (described below) will 

decrease the probability of cracks in the 

frame at BS 727 where S–18A is 

attached. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006. The existing AD 

refers to Boeing Alert Service Bulletin 

737–53A1166, dated June 30, 1994; and 

Boeing Service Bulletin 737–53A1166, 

Revision 1, dated May 25, 1995; for 

accomplishing the required actions. 

Revision 1 of this service bulletin was 

issued to include airplanes having 

7075–T73 frame outboard chords. 

Revision 2 of this service bulletin 

expands the effectivity in Revision 1 of 

this service bulletin, and adds 

inspections for cracks of the 7075–T73 

frame outboard chord and in the radius 

of the auxiliary chord, and repair or 

replacement if necessary. 

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 

certain requirements of AD 95–12–17. 

This proposed AD would add airplanes 

to the applicability statement in the 

existing AD. This proposed AD would 

also remove the inspections of the 

outboard chord of S–18A required by 

the existing AD, and add inspections for 

cracks in the BS 727 frame outboard 

chords and the radius of the auxiliary 

chord, for certain airplanes. This 

proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Difference Between the Proposed AD 

and the Service Information.’’ 

Change to Existing AD 

Since AD 95–12–17 was issued, the 

AD format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 95–12–17 

Corresponding 

requirement in this 

proposed AD 

paragraph (a) paragraph (g) 

paragraph (b) paragraph (h) 

paragraph (c) paragraph (i) 

paragraph (d) paragraph (j) 

paragraph (e) removed 

paragraph (f) paragraph (k) 

paragraph (g) paragraph (l) 


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Difference Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 737– 

53A1166, Revision 2, dated May 25, 

2006, specifies contacting the 

manufacturer for instructions on how to 

repair a certain condition, but this AD 

requires repairing that condition in one 

of the following ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Organization Designation Authorization 

whom we have authorized to make 

those findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 574 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 Number of 

U.S. airplanes 

Various inspections (retained actions from existing AD).4 work-hours × $85 per 

hour = $340 per inspection cycle.

$0 $340 per inspection cycle $100,640 per inspection 

cycle.

296 

Ultrasonic inspection (new 

proposed action).

13 work-hours × $85 per 

hour = $1,105 per inspection cycle.

0 1,105 per inspection 

cycle.

634,270 per inspection 

cycle.

574 

Detailed and HFEC inspections (new proposed actions).13 work-hours × $85 per 

hour = $1,105 per inspection cycle.

0 1,105 per inspection 

cycle.

634,270 per inspection 

cycle.

574 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspections. 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 

Optional modification (retained action from existing 

AD).

50 work-hours × $85 per hour = $4,250 ...................... $3,680 $7,930 

Repair of cracking of the outboard chord frame .......... 514 work-hours × $85 per hour = $42,690 .................. 13,586 57,276 

Time-limited repair cracking of the outboard chord 

frame.

63 work-hours × $85 per hour = $5,355 ...................... 2,732 8,087 

Repair of cracking of the outboard chord .................... 49 work-hours × $85 per hour = $4,165 ...................... 4,255 8,420 

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) 

95–12–17, Amendment 39–9268 (60 FR 

36981, July 19, 1995), and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0722; Directorate Identifier 2010– 

NM–262–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by September 19, 2011. 


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Affected ADs 

(b) This AD supersedes AD 95–12–17, 

Amendment 39–9268. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes, 

certificated in any category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 53, Fuselage. 

Unsafe Condition 

(e) This AD was prompted by several 

reports of fatigue cracking in the frame 

outboard chord at body station (BS) 727, and 

cracks in the radius of the auxiliary chord on 

airplanes that were not affected by the 

existing AD. We are issuing this AD to detect 

and correct fatigue cracking of the outboard 

and auxiliary chords, which could result in 

reduced structural integrity of the outboard 

chord and consequent rapid decompression 

of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Restatement of Certain Requirements of AD 

95–12–17 With Revised Service Information: 

Repetitive Inspections and Repair or 

Replacement 

(g) For Model 737–100 and –200 series 

airplanes on which the BS 727 frame upper 

outboard chord has been replaced in 

accordance with Boeing Service Bulletin 

737–53–1088: Prior to the accumulation of 

30,000 total flight cycles since replacement of 

the upper outboard chord, or within 4,500 

flight cycles after August 18, 1995 (the 

effective date of AD 95–12–17), whichever 

occurs later, perform close visual, pulse echo 

shear wave (PESW), and high frequency eddy 

current (HFEC) inspections to detect cracks 

in the outboard chord of the frame at BS 727, 

in accordance with Part I of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1166, dated June 

30, 1994; Boeing Service Bulletin 737– 

53A1166, Revision 1, dated May 25, 1995; or 

Boeing Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006; as 

applicable. As of the effective date of this AD 

use only Revision 2 of this service bulletin. 

(h) For Model 737–100 and –200 series 

airplanes on which the BS 727 frame upper 

outboard chord has been replaced in 

accordance with Boeing Service Bulletin 

737–53–1088: Repeat the inspections 

required by paragraph (g) of this AD at the 

time specified in paragraphs (h)(1), (h)(2), 

(h)(3), and (h)(4) of this AD, as applicable, 

until the optional terminating action 

described in paragraph (l) of this AD is 

accomplished. 

(1) If, at the time of the most recent 

inspection required by paragraph (g) or (h) of 

this AD, the airplane has accumulated 27,000 

or more total flight cycles, but fewer than 

50,000 total flight cycles since the 

replacement of the outboard chord: Perform 

the next inspection within 15,000 flight 

cycles. Repeat the inspection thereafter at 

intervals not to exceed 15,000 flight cycles 

until the airplane has accumulated 50,000 or 

more total flight cycles since the replacement 

of the outboard chord. Do the inspections 

required by paragraph (h)(2) of this AD at the 

time specified. 

(2) If, at the time of the most recent 

inspection required by paragraph (g) or (h) of 

this AD, the airplane has accumulated 50,000 

or more total flight cycles, but fewer than 

60,000 total flight cycles, since the 

replacement of the outboard chord: Perform 

the next inspection within 7,500 flight 

cycles. Repeat the inspection thereafter at 

intervals not to exceed 7,500 flight cycles 

until the airplane has accumulated 60,000 or 

more total flight cycles since the replacement 

of the outboard chord. Do the inspections 

required by paragraph (h)(3) of this AD at the 

time specified. 

(3) If, at the time of the most recent 

inspection required by paragraph (g) or (h) of 

this AD, the airplane has accumulated 60,000 

or more total flight cycles, but fewer than 

70,000 total flight cycles, since the 

replacement of the outboard chord: Perform 

the next inspection within 5,000 flight 

cycles. Repeat the inspection thereafter at 

intervals not to exceed 5,000 flight cycles 

until the airplane has accumulated 70,000 or 

more total flight cycles since the replacement 

of the outboard chord. Do the inspections 

required by paragraph (h)(4) of this AD at the 

time specified. 

(4) If, at the time of the most recent 

inspection required by paragraph (g) or (h) of 

this AD, the airplane has accumulated 70,000 

or more total flight cycles since replacement 

of the outboard chord: Perform the next 

inspection within 3,000 flight cycles. Repeat 

the inspection thereafter at intervals not to 

exceed 3,000 flight cycles. 

(i) For Model 737–100 and –200 series 

airplanes on which the BS 727 frame 

outboard chord has not been replaced, or on 

which only the lower outboard chord has 

been replaced in accordance with Boeing 

Service Bulletin 737–53–1088: Perform close 

visual, PESW, and HFEC inspections to 

detect cracks in the outboard chord of the 

frame at BS 727, in accordance with Part I 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1166, 

dated June 30, 1994; Boeing Service Bulletin 

737–53A1166, Revision 1, dated May 25, 

1995; or Boeing Alert Service Bulletin 737– 

53A1166, Revision 2, dated May 25, 2006; as 

applicable. As of the effective date of this 

AD, use only Revision 2 of this service 

bulletin. Perform these inspections initially 

at the time specified in paragraph (i)(1), (i)(2), 

(i)(3), or (i)(4), as applicable. Repeat these 

inspections thereafter at the intervals 

specified in paragraph (j) of this AD. 

(1) For airplanes that have accumulated 

27,000 or more total flight cycles, but fewer 

than 50,000 total flight cycles, as of August 

18, 1995: Inspect prior within 4,500 flight 

cycles after August 18, 1995. 

(2) For airplanes that have accumulated 

50,000 or more total flight cycles, but fewer 

than 60,000 total flight cycles, as of August 

18, 1995: Inspect prior to the accumulation 

of 2,500 flight cycles after August 18, 1995. 

(3) For airplanes that have accumulated 

60,000 or more total flight cycles, but fewer 

than 70,000 total flight cycles as of August 

18, 1995: Inspect prior to the accumulation 

of 1,500 flight cycles after August 18, 1995. 

(4) For airplanes that have accumulated 

70,000 or more total flight cycles as of August 

18, 1995: Inspect prior to the accumulation 

of 500 flight cycles or within 90 days after 

August 18, 1995, whichever occurs first. 

(j) Repeat the inspections required by 

paragraph (i) of this AD at the time specified 

in paragraphs (j)(1), (j)(2), (j)(3), and (j)(4) of 

this AD, as applicable, until the optional 

terminating action described in paragraph (l) 

of this AD is accomplished: 

(1) If, at the time of the most recent 

inspection required by paragraph (i) or (j) of 

this AD, the airplane has accumulated 27,000 

or more total flight cycles, but fewer than 

50,000 total flight cycles: Perform the next 

inspection within 15,000 flight cycles. Repeat 

the inspection thereafter at intervals not to 

exceed 15,000 flight cycles until the airplane 

has accumulated 50,000 or more total flight 

cycles. Do the inspections required by 

paragraph (j)(2) of this AD at the time 

specified. 

(2) If, at the time of the most recent 

inspection required by paragraph (i) or (j) of 

this AD, the airplane had accumulated 

50,000 or more total flight cycles, but fewer 

than 60,000 total flight cycles: Perform the 

next inspection within 7,500 flight cycles. 

Repeat the inspection thereafter at intervals 

not to exceed 7,500 flight cycles until the 

airplane has accumulated 60,000 or more 

total flight cycles. Do the inspections 

required by paragraph (j)(3) of this AD at the 

time specified. 

(3) If, at the time of the most recent 

inspection required by paragraph (i) or (j) of 

this AD, the airplane had accumulated 

60,000 or more total flight cycles, but fewer 

than 70,000 total flight cycles: Perform the 

next inspection within 5,000 flight cycles. 

Repeat the inspection thereafter at intervals 

not to exceed 5,000 flight cycles until the 

airplane has accumulated 70,000 or more 

total flight cycles. Do the inspections 

required by paragraph (j)(4) of this AD at the 

time specified. 

(4) If, at the time of the most recent 

inspection required by paragraph (i) or (j) of 

this AD, the airplane had accumulated 

70,000 or more total flight cycles: Perform the 

next inspection within 3,000 flight cycles. 

Repeat the inspection thereafter at intervals 

not to exceed 3,000 flight cycles. 

(k) If any crack is found in the outboard 

chord of the frame at BS 727 during any 

inspection required by paragraphs (g) 

through (j) of this AD, accomplish paragraph 

(k)(1) or (k)(2) of this AD, as applicable, in 

accordance with Boeing Alert Service 

Bulletin 737–53A1166, dated June 30, 1994; 

Boeing Service Bulletin 737–53A1166, 

Revision 1, dated May 25, 1995; or Boeing 

Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006; as 

applicable. As of the effective date of this 

AD, use only Revision 2 of this service 

bulletin. 

(1) For any crack that extends from the 

forward edge of the chord or from the 

forward fastener hole, but that does not 


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extend past the second fastener hole, 

accomplish either paragraph (l)(1)(i) or 

(l)(1)(ii) of this AD. Thereafter, perform 

initial and repetitive inspections in 

accordance with paragraphs (g) and (h) of 

this AD. 

(i) Prior to further flight, install the time 

limited repair. Within 4,500 flight cycles or 

within 18 months after accomplishing the 

time-limited repair, whichever occurs first, 

replace the outboard chord. Or 

(ii) Prior to further flight, replace the 

outboard chord. 

Note 1: Boeing Alert Service Bulletin 737– 

53A1166, dated June 30, 1994; Boeing 

Service Bulletin 737–53A1166, Revision 1, 

dated May 25, 1995; and Boeing Alert Service 

Bulletin 737–53A1166, Revision 2, dated 

May 25, 2006; refer to Boeing Service 

Bulletin 737–53–1088 as an additional source 

of guidance for procedures to replace the 

chord. 

(2) For any crack that extends from the 

forward edge of the chord, or from the 

forward fastener hole, and that extends past 

the second fastener hole, prior to further 

flight, replace the outboard chord in 

accordance with Boeing Alert Service 

Bulletin 737–53A1166, dated June 30, 1994; 

Boeing Service Bulletin 737–53A1166, 

Revision 1, dated May 25, 1995; or Boeing 

Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006; as 

applicable. As of the effective date of this 

AD, use only Revision 2 of this service 

bulletin. Thereafter, perform initial and 

repetitive inspections in accordance with 

paragraphs (g) and (h) of this AD. 

New Requirements of This AD: Repetitive 

Inspections/Repair or Replace if Necessary 

(l) For airplanes identified in table 5 of 

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

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006: Before the accumulation 

of 27,000 total flight cycles, or within 5,000 

flight cycles after the effective date of this 

AD, whichever occurs later, do internal 

detailed and HFEC inspections to detect 

cracks in the auxiliary chord radius of the 

frame at BS 727, in accordance with Part 1 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006. Repeat the 

inspections thereafter at intervals not to 

exceed 15,000 flight cycles until the optional 

terminating action described in paragraph (r) 

of this AD is accomplished. If any crack is 

found, before further flight, repair in 

accordance with the requirements in 

paragraph (p) of this AD. 

(m) For airplanes identified in table 2 of 

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

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006: Do the applicable 

inspections required by paragraph (m)(1) or 

(m)(2) of this AD at the time specified, in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006. Except as required by 

paragraph (p) of this AD, if any crack is 

found during any inspection required by 

paragraph (m)(1) or (m)(2) of this AD, before 

further flight, repair in accordance with Part 

3 or Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1166, Revision 2, dated May 25, 

2006, as applicable. Repeat the inspections 

until the optional terminating action 

described in paragraph (r) of this AD is 

accomplished. 

(1) For airplanes on which the inspections 

specified in Boeing Alert Service Bulletin 

737–53A1166, dated June 30, 1994; or Boeing 

Service Bulletin 737–53A1166, Revision 1, 

dated May 25, 1995; have not been performed 

as of the effective date of this AD: Do the 

inspections required by paragraphs (m)(1)(i) 

and (m)(1)(ii) of this AD at the time specified. 

(i) Before the accumulation of 27,000 total 

flight cycles, or within 5,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do ultrasonic and surface HFEC 

inspections to detect cracks in the forward 

flange of the outboard chord of the frame at 

BS 727. Repeat the inspections thereafter at 

intervals not to exceed 5,000 flight cycles. 

(ii) Before the accumulation of 27,000 total 

flight cycles, or within 10,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do an open hole eddy current 

inspection to detect cracks in the forward 

flange of the outboard chord of the frame at 

BS 727. Repeat the inspection thereafter at 

intervals not to exceed 15,000 flight cycles. 

(2) For airplanes on which the inspections 

specified in Boeing Alert Service Bulletin 

737–53A1166, dated June 30, 1994; or Boeing 

Service Bulletin 737–53A1166, Revision 1, 

dated May 25, 1995; have been performed as 

of the effective date of this AD: Repeat the 

applicable inspection specified in paragraphs 

(m)(1)(i) and (m)(1)(ii) of this AD thereafter 

at intervals not to exceed 5,000 flight cycles 

for the ultrasonic and surface HFEC 

inspections, and at intervals not to exceed 

15,000 flight cycles for the open hole eddy 

current inspection. 

(n) For airplanes identified in table 3 of 

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

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006: Do the applicable 

inspections required by paragraph (n)(1) or 

(n)(2) of this AD at the time specified, in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006. Except as required by 

paragraph (p) of this AD, if any crack is 

found during any inspection required by 

paragraphs (n)(1) or (n)(2) of this AD, before 

further flight, repair in accordance with Part 

3 or Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1166, Revision 2, dated May 25, 

2006, as applicable. Repeat the inspections 

until the optional terminating action 

described in paragraph (r) of this AD is 

accomplished. 

(1) For airplanes on which the inspections 

specified in Boeing Alert Service Bulletin 

737–53A1166, dated June 30, 1994; or Boeing 

Service Bulletin 737–53A1166, Revision 1, 

dated May 25, 1995; have not been done as 

of the effective date of this AD: Do the 

inspections required by paragraphs (n)(1)(i) 

and (n)(1)(ii) of this AD at the time specified. 

(i) Before the accumulation of 27,000 total 

flight cycles, or within 5,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do ultrasonic, low frequency 

eddy current, and edge HFEC inspections to 

detect cracks in the forward flange of the 

outboard chord of the frame at BS 727. 

Repeat the inspections thereafter at intervals 

not to exceed 5,000 flight cycles. 

(ii) Before the accumulation of 27,000 total 

flight cycles, or within 10,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do an open hole eddy current 

inspection to detect cracks in the forward 

flange of the outboard chord of the frame at 

BS 727. Repeat the inspections thereafter at 

intervals not to exceed 15,000 flight cycles. 

(2) For airplanes on which the inspections 

specified in Boeing Alert Service Bulletin 

737–53A1166, dated June 30, 1994; or Boeing 

Service Bulletin 737–53A1166, Revision 1, 

dated May 25, 1995; have been done as of the 

effective date of this AD: Repeat the 

applicable inspection specified in paragraphs 

(n)(1)(i) and (n)(1)(ii) of this AD thereafter at 

intervals not to exceed 5,000 flight cycles for 

the ultrasonic, low frequency eddy current, 

and edge HFEC inspections, and at intervals 

not to exceed 15,000 flight cycles for the 

open hole eddy current inspection. 

Note 2: The detailed and eddy current 

inspections of the outboard chord of S–18A 

specified in Boeing Alert Service Bulletin 

737–53A1166, Revision 2, dated May 25, 

2006, are not required by this AD. 

(o) For airplanes identified in table 4 of 

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

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006: Before the accumulation 

of 50,000 or more total flight cycles, but 

fewer than or equal to 60,000 total flight 

cycles, after accomplishing the modification 

of the outboard chord of the frame at BS 727 

at S–18A: Do a one-time follow-on open hole 

eddy current inspection to detect cracks in 

the modified chord in accordance with Part 

8 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006. 

(p) If any crack is found during any 

inspection required by paragraphs (l) through 

(o) of this AD, and the repairs specified in 

Part 3 and Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1166, Revision 2, dated May 25, 

2006, can not be installed using the 

procedures identified in this service bulletin: 

Before further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (s) of this AD. 

(q) For any airplane on which a timelimited repair is installed on the outboard 

chord of the frame at body station BS 727 in 

accordance with Boeing Alert Service 

Bulletin 737–53A1166, dated June 30, 1994; 

or Boeing Service Bulletin 737–53A1166, 

Revision 1, dated May 25, 1995: Within 4,500 

flight cycles after installation of the repair, or 

within 6 months after the effective date of 

this AD, whichever occurs later, replace the 

repair in accordance with Part 9 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006. 

Optional Terminating Action 

(r) Accomplishment of the applicable 

action specified in paragraph (r)(1) or (r)(2) 

of this AD, in accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 


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Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules 47527 

Service Bulletin 737–53A1166, dated June 

30, 1994; Boeing Service Bulletin 737– 

53A1166, Revision 1, dated May 25, 1995; or 

Part 6 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006; constitutes 

terminating action for the inspections 

required by this AD. 

(1) Installation of the preventative 

modification. 

(2) Replacement of the cracked chord and 

installation of the preventative modification. 

Alternative Methods of Compliance 

(AMOCs) 

(s)(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 e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 95–12–17 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(5) For airplanes identified in tables 2, 3, 

and 5 of paragraph 1.E., ‘‘Compliance’’ of 

Boeing Alert Service Bulletin 737–53A1166, 

Revision 2, dated May 25, 2006: The 

Manager, Seattle ACO, approves the 

inspection methods, thresholds, and 

repetitive intervals therein as an AMOC for 

the inspections of Structurally Significant 

Items (SSIs) F–29A and F–29B required by 

paragraphs (g) and (h) of AD 2008–08–23, 

Amendment 39–15477 (Boeing 737–100/200/ 

200C Supplemental Structural Inspection 

Document (SSID) D6–37089, Revision E, 

dated May 1, 2007), and paragraphs (g) and 

(h) of AD 2008–09–13, Amendment 39– 

15494 (Boeing 737–400/500/600 SSID D6– 

82669, dated May 1, 2007). This approval 

applies only to SSIs F–29A and F–29B of the 

applicable SSID and only for the portions of 

the BS 727 outer chord that have been 

inspected or that have been repaired or 

modified in accordance with Boeing Alert 

Service Bulletin 737–53A1166, Revision 2, 

dated May 25, 2006. All provisions of ADs 

2008–08–23 and 2008–09–13 that are not 

specifically referenced in this paragraph 

remain fully applicable and must be done. If 

operators request this AMOC, they must 

revise their FAA-approved maintenance or 

inspection program to incorporate the 

alternative inspections in this paragraph. 

Related Information 

(t) For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 917– 

6450; fax: (425) 917–6590; e-mail: 

alan.pohl@faa.gov. 

(u) 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. 

Issued in Renton, Washington, on July 26, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–19904 Filed 8–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

Bureau of Industry and Security 

15 CFR Chapter VII 

[Docket No. 110711380–1379–01] 

RIN 0694–XA37 

Retrospective Regulatory Review 

Under E.O. 13563 

AGENCY: Bureau of Industry and 

Security, Commerce. 

ACTION: Notice of inquiry. 

SUMMARY: The Bureau of Industry and 

Security (BIS), Department of 

Commerce, is currently engaged in the 

Export Control Reform Initiative, which 

will fundamentally reform the U.S. 

export control system. Retrospective 

review of the regulations administered 

by BIS is an essential aspect of the 

Export Control Reform Initiative. In 

addition to this effort, and pursuant to 

President Obama’s direction in 

Executive Order 13563, BIS is 

conducting a retrospective review of 

portions of the Export Administration 

Regulations, Chemical Weapons 

Convention Regulations, Additional 

Protocol Regulations, and National 

Defense Industrial Base Regulations to 

determine how they might be clarified 

or streamlined to be more effective or 

less burdensome. Through this notice of 

inquiry, BIS seeks public comments on 

how it should undertake its 

retrospective review of regulations. 

DATES: Comments must be received by 

BIS no later than February 1, 2012. 

ADDRESSES: Comments may be 

submitted to the Federal rulemaking 

portal (http://www.regulations.gov). The 

regulations.gov ID for this notice of 

inquiry is: BIS–2011–0027. In order to 

maximize the open exchange of ideas, 

BIS strongly encourages comment 

submission through regulations.gov. 

However, comments may also be 

submitted via e-mail to 

publiccommments@bis.doc.gov or on 

paper to Regulatory Policy Division, 

Bureau of Industry and Security, Room 

2099B, U.S. Department of Commerce, 

Washington, DC 20230. Please refer to 

RIN 0694–XA37 in all comments and in 

the subject line of e-mail comments. All 

comments (including any personally 

identifying information) will be made 

available for public inspection and 

copying. 

FOR FURTHER INFORMATION CONTACT: 

Hillary Hess, Director, Regulatory Policy 

Division, Office of Exporter Services, 

Bureau of Industry and Security at 202– 

482–2440 or rpd2@bis.doc.gov. 

SUPPLEMENTARY INFORMATION: 

Executive Order 13563 

On January 18, 2011, President Barack 

Obama issued Executive Order 13563, 

affirming general principles of 

regulation and directing government 

agencies to improve regulation and 

regulatory review. Among other things, 

the President stressed the need for the 

regulatory system to allow for public 

participation and an open exchange of 

ideas, as well as promote predictability 

and reduce uncertainty. The President 

also emphasized that regulations must 

be accessible, consistent, written in 

plain language, and easy to understand. 

As part of its ongoing effort to ensure 

that its regulations are clear, effective, 

and up-to-date, BIS is issuing this notice 

of inquiry soliciting public comments 

on its existing and proposed rules, with 

the exception of those rules related to 

the Export Control Reform Initiative, as 

described below. BIS requests that 

comments on rules related to export 

control reform be submitted in response 

to those specific rules and notices rather 

than to this broader notice of inquiry, 

which pertains to other aspects of the 

Export Administration Regulations and 

to the Chemical Weapons Convention 

Regulations, the Additional Protocol 

Regulations, and National Security 

Industrial Base Regulations. 

The Export Control Reform Initiative 

In August 2009, the President directed 

a broad-based interagency review of the 

U.S. export control system with the goal 


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