Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 43803 

(i) A special flight permit may be issued to 

ferry the helicopter to a location where the 

modification can be done, provided the dome 

fairing and its attachment screws are 

removed. When allowing flight with the 

dome fairing removed, the special flight 

permit must contain information that alerts 

the flight crew that when flying without the 

dome fairing, the lateral vibrations of the 

helicopter significantly increase at speeds of 

70 to 120 knots. These lateral vibrations do 

not affect flight safety. 

Related Information 

(j) European Aviation Safety Agency 

(EASA) Airworthiness Directive No. 2009– 

0024, dated February 20, 2009, contains 

related information. 

Joint Aircraft System/Component (JASC) 

Code 

(k) The JASC Code is 6220: Main Rotor 

Head. 

Material Incorporated by Reference 

(l) You must use the specified portions of 

Eurocopter Emergency Alert Service Bulletin 

No. 05A003, Revision 2, dated February 3, 

2009, and Eurocopter Service Bulletin No. 

62–007, Revision 1, dated July 10, 2009, to 

do the actions required. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact American Eurocopter 

Corporation, 2701 Forum Drive, Grand 

Prairie, TX 75053–4005, telephone (800) 

232–0323, fax (972) 641–3710, or at http:// 

www.eurocopter.com. 

(3) You may review copies at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Fort Worth, 

Texas, 76137; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Fort Worth, Texas, on July 13, 

2010. 

Mark R. Schilling, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–17757 Filed 7–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0173; Directorate 

Identifier 2009–NM–076–AD; Amendment 

39–16374; AD 2010–15–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to all Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. That AD currently 

requires repetitive inspections to find 

cracks, fractures, or corrosion of each 

carriage spindle of the left and right 

outboard mid-flaps, and corrective 

action if necessary. That AD also 

currently requires repetitive gap checks 

of the inboard and outboard carriage of 

the outboard mid-flaps to detect 

fractured carriage spindles, and 

corrective actions if necessary. This new 

AD requires any new or serviceable 

carriage spindle installed per the 

requirements of the existing AD to meet 

minimum allowable diameter 

measurements taken at three locations. 

This AD also requires new repetitive 

inspections, measurements, and 

overhaul of the carriage spindles, and 

applicable corrective actions. In 

addition, this AD requires replacing any 

carriage spindle when it has reached its 

maximum life limit. This AD results 

from reports of fractures that resulted 

from stress corrosion and pitting along 

the length of the spindle and spindle 

diameter, and additional reports of 

corrosion on the outboard flap carriage 

spindles. We are issuing this AD to 

detect and correct cracked, corroded, or 

fractured carriage spindles, and to 

prevent severe flap asymmetry, which 

could result in reduced control or loss 

of controllability of the airplane. 

DATES: This AD becomes effective 

August 31, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of August 31, 2010. 

On December 4, 2003 (68 FR 67027, 

December 1, 2003), the Director of the 

Federal Register approved the 

incorporation by reference of a certain 

other publication listed in the AD. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P. O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

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

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2003–24–08, 

Amendment 39–13377 (68 FR 67027, 

December 1, 2003). The existing AD 

applies to all Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes. That NPRM was published in 

the Federal Register on March 1, 2010 

(75 FR 9137). That NPRM proposed to 

continue to require repetitive gap 

checks of the inboard and outboard 

carriage of the outboard mid-flaps to 

detect fractured carriage spindles, and 

corrective actions if necessary, and 

continue to require repetitive 

inspections to find cracks, factures, or 

corrosion of each carriage spindle of the 

left and right outboard mid-flaps. That 

NPRM also proposed to require any new 

or serviceable carriage spindle installed 

per the requirements of the existing AD 

to meet minimum allowable diameter 

measurements taken at three locations. 

That NPRM proposed to require new 

repetitive inspections, measurements, 

and overhaul of the carriage spindles, 

and applicable corrective actions. In 

addition, that NPRM also proposed to 

require replacing any carriage spindle 


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when it has reached its maximum life 

limit. 

Actions Since Original NPRM Was 

Issued 

Since we issued the original NPRM, 

there has been an in-service event of a 

dual fracture of the outboard flap 

carriages. This event is currently under 

investigation. As a result, we consider 

this AD to be interim action. If final 

action is later identified, we might 

consider further rulemaking then. 

Explanation of Changes to AD 

We have added paragraph (t)(4) to this 

final rule to provide credit for actions 

done in accordance with previously 

issued AMOCs for individual repairs. In 

paragraph (m) of this AD, we have also 

referenced the most current issue of the 

Boeing (737) Standard Overhaul 

Practices Manual for actions done as of 

the effective date of this AD. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Support for the NPRM 

Boeing supports the intent of the 

NPRM. 

Request for Stricter Inspection and 

Overhaul Limits in Lieu of Life Limits 

Safair states that it has experienced 

only one flap carriage spindle failure 

before AD 2003–24–08 was issued. 

Safair states that its main concern is 

scrapping serviceable carriages in order 

to enforce the life limits on the flap 

carriages. Safair states that stricter 

inspections and overhaul requirements 

would ensure that stress and pitting 

corrosion are detected and corrected, 

which would avoid failures and would 

extend the life of the flap carriages. 

We do not agree that substituting 

stricter inspection and overhaul limits 

for life limits would address the unsafe 

condition. Since AD 2003–24–08 was 

issued, we have received many 

additional reports of carriage spindle 

fractures, including fractures caused by 

fatigue. Because of the difficulty in 

detecting small cracks and the rapid 

crack growth in these parts, in 

combination with the concerns with 

reduced fatigue life of reworked and 

overhauled parts, the most effective way 

to maintain the continued operational 

safety of the fleet is to mandate life 

limits. We have not changed the AD in 

regard to this issue. 

Request for Clarification of 

Requirements to Remove Flap Carriage 

KLM requests clarification concerning 

the requirements to remove the carriage 

spindle in order to perform a detailed 

inspection for corrosion, pitting, 

cracking, and measurement of some 

minimal allowable spindle diameters. 

KLM points out that the times specified 

for this action are the same as for the 

initial gap check and the nondestructive 

test for new carriage spindles. KLM asks 

whether the removal of the carriage 

spindle is required at 12,000 flight 

cycles, if the initial or repetitive gap 

check and the non-destructive test 

(NDT) at the same time are still useful. 

KLM further states that carriage spindles 

that receive a thorough detailed 

inspection and have been found to be 

serviceable do not require a gap check 

or an NDT inspection at the times 

specified in the 12,000- to 20,000-flightcycle range as specified in Table 1 and 

Table 2 of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated 

November 25, 2003. KLM states that the 

gap checks and NDTs are still required, 

although at a different time interval after 

completing the requirements of 

paragraph (o) of the NPRM. 

We agree that clarification might be 

necessary. Paragraph (o) of this final 

rule requires the overhaul to be 

performed on the new carriage spindle 

before the accumulation of 12,000 flight 

cycles. Therefore, the new carriage 

spindle should not accumulate more 

than 11,999 flight cycles before being 

overhauled in order to comply with this 

requirement. Paragraph (g) of this AD 

refers to Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated 

November 25, 2003, for the compliance 

times for the gap checks and NDT 

inspections. Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, 

dated November 25, 2003, states that the 

gap check and NDT inspections are not 

required for a new flap carriage spindle 

that has accumulated fewer than 12,000 

flight cycles without being overhauled. 

Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 

25, 2003, requires relatively stringent 

gap checks and NDT inspections for flap 

carriage spindles that have accumulated 

12,000 or more flight cycles on them 

since being overhauled. This 

requirement should become obsolete as 

this AD requires that all spindles be 

overhauled before accumulating 12,000 

flight cycles since new or overhauled. 

We have not changed the AD in 

regard to this issue. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Costs of Compliance 

There are about 2,852 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Inspections (required by AD 2003– 

24–08).

12 $85 None $1,020 per inspection cycle.652 $665,040 per inspection 

cycle. 

Inspections and measurements 

(new actions).

2 85 None $170 per inspection and measurement cycle.652 $110,840 per inspection 

and measurement cycle. 

Overhauls (new actions) ................. 16 85 1 28,000 $29,360 per 

overhaul cycle.

652 $19,142,720 per overhaul 

cycle. 

Replacements (new actions) .......... 16 85 2 60,000 $61,360 per 

replacement 

cycle.

652 $40,006,720 per replacement cycle. 

1 $7,000 per spindle; 4 spindles per airplane. 

2 $15,000 per spindle; 4 spindles per airplane. 


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The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the actions required by this AD, and that 

no operator would accomplish those 

actions in the future if this AD were not 

adopted. However, we have been 

advised that the carriage spindles are 

already being overhauled and replaced 

on some affected airplanes. In addition, 

the replacement cycle is approximately 

every 20 years. Therefore, the future 

economic cost impact of this rule on 

U.S. operators is expected to be less 

than the cost impact figures indicated 

above. 

Authority for this Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing Amendment 39–13377 (68 

FR 67027, December 1, 2003) and by 

adding the following new airworthiness 

directive (AD): 

2010–15–08 The Boeing Company: 

Amendment 39–16374. Docket No. 

FAA–2010–0173; Directorate Identifier 

2010–NM–076–AD. 

Effective Date 

(a) This AD becomes effective August 31, 

2010. 

Affected ADs 

(b) This AD supersedes AD 2003–24–08, 

Amendment 39–13377. 

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) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from a report indicating 

that the inboard and outboard carriage 

spindles were fractured on the right outboard 

flap during approach to landing. We are 

issuing this AD to detect and correct cracked, 

corroded, or fractured carriage spindles and 

to prevent severe flap asymmetry, which 

could result in reduced control or loss of 

controllability of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

RESTATEMENT OF CERTAIN 

REQUIREMENTS OF AD 2003–24–08, WITH 

UPDATED SERVICE INFORMATION 

Compliance Times 

(g) The tables in paragraph 1.E., 

‘‘Compliance’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003, specify the compliance 

times for paragraphs (g) through (k) of this 

AD. For carriage spindles that have 

accumulated the number of flight cycles or 

years in service specified in the ‘‘Threshold’’ 

column of the tables, accomplish the gap 

check and nondestructive test (NDT) and 

general visual inspections specified in 

paragraphs (h) and (j) of this AD within the 

corresponding interval after December 4, 

2003 (the effective date AD 2003–24–08), as 

specified in the ‘‘Interval’’ column. Repeat the 

gap check and NDT and general visual 

inspections at the same intervals, except: 

(1) The gap check does not have to be done 

at the same time as an NDT inspection; after 

doing an NDT inspection, the interval for 

doing the next gap check can be measured 

from the NDT inspection; and 

(2) As carriage spindles gain flight cycles 

or years in service and move from one 

category in the ‘‘Threshold’’ column to 

another, they are subject to the repetitive 

inspection intervals corresponding to the 

new threshold category. 

Work Package 2: Gap Check 

(h) Perform a gap check of the inboard and 

outboard carriage of the left and right 

outboard mid-flaps to determine if there is a 

positive indication of a severed carriage 

spindle, in accordance with Work Package 2 

of paragraph 3.B., ‘‘Work Instructions’’ of 

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003. 

Work Package 2: Corrective Actions 

(i) If there is a positive indication of a 

severed carriage spindle during the gap check 

required by paragraph (h) of this AD, before 

further flight, remove the carriage spindle 

and install a new or serviceable carriage 

spindle in accordance with the ‘‘Work 

Instructions’’ of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003; or Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009. If, as a result of the detailed inspection 

described in paragraph 4.b. of Work Package 

2 of Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003, a carriage spindle is found not to be 

severed and no corrosion and no cracking is 

present, it can be reinstalled on the mid-flap 

in accordance with Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. 

Work Package 1: Inspections 

(j) Perform a NDT inspection and general 

visual inspection for each carriage spindle of 

the left and right outboard mid-flaps to detect 

cracks, corrosion, or severed carriage 

spindles, in accordance with the ‘‘Work 

Instructions’’ of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003. 

Work Package 1: Corrective Actions 

(k) If any corroded, cracked, or severed 

carriage spindle is found during any 

inspection required by paragraph (j) of this 

AD, before further flight, remove the carriage 


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43806 Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 

spindle and install a new or serviceable 

carriage spindle in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. 

Parts Installation 

(l) Except as provided in paragraph (i) of 

this AD: As of December 4, 2003, no person 

may install on any airplane a carriage spindle 

that has been removed as required by 

paragraph (i) or (k) of this AD, unless it has 

been overhauled in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. To be eligible for 

installation under this paragraph, the carriage 

spindle must have been overhauled in 

accordance with the requirements of 

paragraph (m) of this AD. 

(m) During accomplishment of any 

overhaul specified in paragraph (l) of this 

AD, use the procedures specified in 

paragraphs (m)(1) and (m)(2) of this AD 

during application of the nickel plating to the 

carriage spindle in addition to those 

specified in Chapter 20–42–09, 

Electrodeposited Nickel Plating, of the 

Boeing (737) Standard Overhaul Practices 

Manual. As of the effective date of this AD, 

use only Chapter 20–42–09, Electrodeposited 

Nickel Plating, of the Boeing (737) Standard 

Overhaul Practices Manual, Revision 25, 

dated July 1, 2009. 

(1) The maximum deposition rate of the 

nickel plating in any one plating/baking 

cycle must not exceed 0.002-inches-per-hour. 

(2) Begin the hydrogen embrittlement relief 

bake within 10 hours after application of the 

plating, or less than 24 hours after the current 

was first applied to the part, whichever is 

first. 

Exception to Reporting Recommendations in 

Certain Service Bulletins 

(n) Although Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003, recommends that operators report 

inspection findings to the manufacturer, this 

AD does not contain such a reporting 

requirement. 

NEW ACTIONS REQUIRED BY THIS AD 

Inspections, Measurements, and Overhauls 

of the Carriage Spindle 

(o) At the applicable times specified in 

paragraph (o)(1) or (o)(2) of this AD: Do the 

detailed inspection for corrosion, pitting, and 

cracking of the carriage spindle, the magnetic 

particle inspection for cracking of the 

carriage spindle, measurements of the 

spindle to determine if it meets the allowable 

minimum diameter, and overhauls, and 

applicable corrective actions by 

accomplishing all the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009. The applicable corrective actions must 

be done before further flight. Repeat these 

actions thereafter at intervals not to exceed 

12,000 flight cycles on the carriage spindle or 

8 years, whichever comes first. 

(1) For Model 737–100, –200, –200C series 

airplanes, at the later of the times specified 

in paragraph (o)(1)(i) or (o)(1)(ii) of this AD: 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 1 year after the effective date of 

this AD. 

(2) For Model –300, –400, and –500 series 

airplanes, at the later of the times specified 

in paragraph (o)(2)(i) or (o)(2)(ii) of this AD: 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 2 years after the effective date 

of this AD. 

Replacement of the Carriage Spindle 

(p) For Model 737–100, –200, –200C series 

airplanes: Replace the carriage spindle with 

a new or documented (for which the service 

life, in total flight cycles, is known) carriage 

spindle, in accordance with Boeing Alert 

Service Bulletin 737–57A1218, Revision 5, 

dated February 9, 2009, at the later of the 

times specified in paragraphs (p)(1) and 

(p)(2) of this AD, except as required by 

paragraph (r) of this AD. Overhauling the 

carriage spindles does not zero-out the flight 

cycles. Total flight cycles accumulate since 

new. 

(1) Before the accumulation of 48,000 total 

flight cycles on the new or overhauled 

carriage. 

(2) Within three years or 7,500 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(q) For Model 737–300, –400, and –500 

series airplanes: Replace the carriage spindle 

with a new or documented (for which the 

service life, in flight cycles, is known) 

carriage spindle, in accordance with Boeing 

Alert Service Bulletin 737–57A1218, 

Revision 5, dated February 9, 2009, at the 

later of the times specified in paragraphs 

(q)(1) and (q)(2) of this AD, except as 

required by paragraph (r) of this AD. 

Overhauling the carriage spindles does not 

zero-out the flight cycles. Total flight cycles 

accumulate since new. 

(1) Before the accumulation of 48,000 total 

flight cycles on the new or overhauled 

carriage. 

(2) Within six years or 15,000 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(r) For airplanes with an undocumented 

carriage: Do the applicable actions specified 

in paragraph (p) or (q) of this AD at the 

applicable time specified in paragraph (r)(1) 

or (r)(2) of this AD. 

(1) For Model 737–100, –200, –200C series 

airplanes: Do the actions specified in 

paragraph (p) of this AD at the time specified 

in paragraph (p)(2) of this AD. 

(2) For Model –300, –400, and –500 series 

airplanes: Do the actions specified in 

paragraph (q) of this AD at the time specified 

in paragraph (q)(2) of this AD. 

Repetitive Replacements of Carriage Spindle 

(s) For all airplanes: Repeat the 

replacement of the carriage spindle specified 

by paragraph (p) or (q) of this AD, as 

applicable, thereafter at intervals not to 

exceed 48,000 total flight cycles on the new 

or overhauled carriage spindle. 

Alternative Methods of Compliance 

(AMOCs) 

(t)(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. Send information to ATTN: 

Nancy Marsh, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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 previously approved in 

accordance with AD 2003–24–08, 

Amendment 39–13377, for individual repairs 

are acceptable for compliance with the 

corresponding provisions of this AD. All 

other existing AMOCs are not acceptable. 

Material Incorporated by Reference 

(u) You must use Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009; Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; and Chapter 20–42–09, 

Electrodeposited Nickel Plating, of the 

Boeing (737) Standard Overhaul Practices 

Manual, Revision 25, dated July 1, 2009, to 

do the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 737–57A1218, 

Revision 5, dated February 9, 2009; and 

Chapter 20–42–09, Electrodeposited Nickel 

Plating, of the Boeing (737) Standard 

Overhaul Practices Manual, Revision 25, 

dated July 1, 2009; under 5 U.S.C. 552(a) and 

1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 


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Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Rules and Regulations 43807 

reference of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003, on December 4, 2003 (68 FR 67027, 

December 1, 2003). 

(3) 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. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on July 14, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–18009 Filed 7–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0729; Directorate 

Identifier 2010–CE–032–AD; Amendment 

39–16373; AD 2010–15–07] 

RIN 2120–AA64 

Airworthiness Directives; Zaklad 

Szybowcowy ‘‘Jez ̇o ́w’’ Henryk Mynarski 

Model PW–6U Sailplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by the aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Cracks on the lug of the rear attachment 

fitting of the horizontal stabilizer have been 

detected during the inspection of two PW–6U 

gliders operated by the same user. 

This condition, if not corrected, could 

result in no longer retaining the horizontal 

stabilizer in place and consequent loss of 

control of the aeroplane. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

August 16, 2010. 

On August 16, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

We must receive comments on this 

AD by September 10, 2010. 

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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (telephone (800) 647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Greg 

Davison, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; fax: (816) 

329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No. 2010– 

0108–E, dated June 8, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Cracks on the lug of the rear attachment 

fitting of the horizontal stabilizer have been 

detected during the inspection of two PW–6U 

gliders operated by the same user. 

This condition, if not corrected, could 

result in no longer retaining the horizontal 

stabilizer in place and consequent loss of 

control of the aeroplane. 

For the reasons described above, this AD 

requires immediate and periodic inspections 

of the horizontal stabilizer rear attachment 

fitting and the accomplishment of the 

relevant corrective actions as necessary. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Zak5ad Szybowcowy ‘‘Jez ̇o ́w’’ Henryk 

Mynarski has issued Mandatory Bulletin 

BO–78–10–10, dated June 7, 2010. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of the AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might have also required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are described in a 

separate paragraph of the AD. These 

requirements take precedence over 

those copied from the MCAI. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because cracks on the lug of the 

rear attachment fitting of the horizontal 

stabilizer have been found. This 

condition, if not detected and corrected, 


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