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–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


## 47523 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules

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:



### R EVISED 

### PARAGRAPH 

### I DENTIFIERS

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)


## 47524 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules

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:



### E STIMATED 

### 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 perhour = $340 per inspection cycle. $0 $340 per inspection cycle $100,640 per inspection cycle. 296

Ultrasonic inspection (new

proposed action). 13 work-hours × $85 perhour = $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 perhour = $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:



### O N 

### -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.


## 47525 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules

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


## 47526 Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules

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


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

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