Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 81409 

reduction in the Enterprise portfolios 

after December 31, 2009. This 

commenter asks for greater flexibility 

during times of crisis. FHFA monitors 

the Enterprises’ portfolios through 

supervisory and conservatorship 

channels. If market conditions dictate a 

need to consider the portfolio reduction 

provisions in the PSPAs, FHFA will 

take the appropriate actions to seek 

amendments to the PSPAs. FHFA thus 

concludes no change to the interim final 

rule in this regard is necessary at this 

time. 

III. Final Rule 

FHFA adopts the portfolio holdings 

criteria established by the PSPAs, as 

may be amended from time to time, as 

the standard governing the holding of 

mortgage assets by the Enterprises. 

Under the PSPAs, which currently have 

the same portfolio holdings criteria for 

both Enterprises, beginning on 

December 31, 2010, and each year 

thereafter, each Enterprise is required to 

reduce its mortgage assets to 90 percent 

of the maximum allowable amount it 

was permitted to hold as of December 

31 of the immediately preceding 

calendar year, until the maximum 

amount of the mortgage assets owned by 

each Enterprise reaches $250 billion. 

Thus, the maximum allowable amount 

of mortgage assets that each Enterprise 

may own as of December 31, 2010, is 

$810 billion. 

This regulation will remain in effect 

until amended or the Enterprises are no 

longer subject to the PSPAs. 

Amendments to the portfolio limits and 

criteria on the limits can be made by 

amendment of the PSPAs. Under the 

final regulation, the Enterprises are to 

comply with the PSPA portfolio limits 

as amended from time to time. 

While the final regulatory criteria 

incorporate the PSPAs’ portfolio limits 

as agreed upon by the Treasury and 

FHFA as conservator, the Safety and 

Soundness Act provides that the 

Director monitor the portfolio of each 

Enterprise and authorizes the Director to 

order an Enterprise to dispose of or 

acquire any asset under terms and 

conditions to be determined by the 

Director, if the Director determines that 

such action is consistent with the 

purposes of the Safety and Soundness 

Act or the authorizing statute of the 

Enterprise. 12 U.S.C. 4624(c). 

IV. Section by Section Analysis 

Section 1252.1 

Section 1252.1 adopts the portfolio 

holdings criteria established by the 

PSPAs, as they may be amended from 

time to time, as the standard for this 

rule. 

Under the current PSPAs, which have 

the same portfolio holdings criteria for 

both Enterprises, an Enterprise may 

hold mortgage assets up to $900 billion 

as of December 31, 2009. Starting on 

December 31, 2010, the Enterprise 

portfolio limits will decrease annually 

by 10 percent from the maximum limit 

in the preceding year until the limit 

reaches a level of $250 billion, at which 

point, no further decrease is currently 

required. Adjustments could be made to 

those criteria by amendment of the 

PSPAs. 

Compliance with the PSPAs is 

necessary to ensure that each Enterprise 

receives adequate capital to support its 

ongoing business operations. FHFA’s 

goals for the conservatorship include 

strengthening Enterprise capacity to 

support the secondary mortgage market. 

The criteria for Enterprise portfolio 

holdings established in the PSPAs 

provided the Enterprises capacity to 

provide stability and liquidity to the 

secondary mortgage market (including 

the purchase of delinquent mortgages), 

while mitigating systemic risk, and 

facilitating Enterprise efforts to achieve 

a balance between their mission and 

safe and sound operations in the 

intermediate term. The retained 

portfolio reduction provided for in the 

PSPAs avoids the need for potentially 

destabilizing liquidation in the near 

term, while ensuring that in the future 

the potential for systemic risk associated 

with these portfolios is reduced. 

FHFA’s establishment of PSPA 

portfolio criteria as its regulatory criteria 

represents an exercise of authority 

consistent with the authority granted by 

Congress under section 1369E of the 

Safety and Soundness Act. 

Section 1252.2 

Section 1252.2 addresses the effective 

duration of the interim rule. FHFA 

expects these regulations to be effective 

until any amendment or until the 

Enterprises are no longer subject to the 

terms and obligations of the PSPAs. 

V. Paperwork Reduction Act 

The regulation does not contain any 

collections of information pursuant to 

the Paperwork reduction Act of 1995 (44 

U.S.C. 3501 et seq.). Therefore, FHFA 

has not submitted any information to 

the Office of Management and Budget 

for review. 

VI. Regulatory Flexibility Act 

The regulation applies only to the 

Enterprises, which do not come within 

the meaning of small entities as defined 

in the Regulatory Flexibility Act (RFA). 

See 5 U.S.C. 601(6). Therefore, in 

accordance with section 605(b) of the 

RFA, 5 U.S.C. 605(b), FHFA, hereby, 

certifies that the regulation will not 

have a significant economic impact on 

a substantial number of small entities. 

List of Subjects in 12 CFR Part 1252 

Government-sponsored enterprises, 

Mortgages, Portfolio holdings. 

PART 1252—PORTFOLIO HOLDINGS 

Authority and Issuance 

■ Therefore, the Federal Housing 

Finance Agency hereby adopts the 

interim final rule, published at 74 FR 

5609 (January 30, 2009) as final without 

change. 

Dated: December 17, 2010. 

Edward J. DeMarco, 

Acting Director, Federal Housing Finance 

Agency. 

[FR Doc. 2010–32531 Filed 12–27–10; 8:45 am] 

BILLING CODE 8070–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0437; Directorate 

Identifier 2009–NM–130–AD; Amendment 

39–16539; AD 2010–25–06] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–200, –300, –400, 

and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 737–200, –300, –400, and –500 

series airplanes. This AD requires 

repetitive inspections for cracking of 

certain fuselage frames and stub beams, 

and corrective actions if necessary. This 

AD also provides for an optional repair, 

which would terminate the repetitive 

inspections. For airplanes on which a 

certain repair is done, this AD also 

requires repetitive inspections for 

cracking of certain fuselage frames and 

stub beams, and corrective actions if 

necessary. This AD results from reports 

of the detection of fatigue cracks at 

certain frame sections, in addition to 

stub beam cracking, caused by high 

flight cycle stresses from both 

pressurization and maneuver loads. We 

are issuing this AD to detect and correct 

fatigue cracking of certain fuselage 

frames and stub beams and possible 


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81410 Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 

severed frames, which could result in 

reduced structural integrity of the 

frames. This reduced structural integrity 

can increase loading in the fuselage 

skin, which will accelerate skin crack 

growth and could result in rapid 

decompression of the fuselage. 

DATES: This AD is effective February 1, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 1, 2011. 

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: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6447; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 737–200, –300, –400, and 

–500 series airplanes. That NPRM was 

published in the Federal Register on 

May 7, 2010 (75 FR 25124). That NPRM 

proposed to require repetitive 

inspections for cracking of certain 

fuselage frames and stub beams, and 

corrective actions if necessary. That 

NPRM also proposed an optional repair, 

which would terminate the repetitive 

inspections. For airplanes on which a 

certain repair is done, that NPRM also 

proposed to require repetitive 

inspections for cracking of certain 

fuselage frames and stub beams, and 

corrective actions if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request To Change Paragraph (i) 

Boeing asked that paragraph (i) of the 

NPRM be changed to include a high 

frequency eddy current (HFEC) 

inspection. Boeing stated that Boeing 

Alert Service Bulletin 737–53A1254, 

Revision 1, dated July 9, 2009, provides 

two options for inspections: detailed 

and HFEC. Boeing added that for areas 

where the repair hinders the inspection, 

both detailed and HFEC inspection 

options were provided, depending on 

which option was chosen for the 

original inspection. 

We agree with the commenter for the 

reasons provided. We have changed 

paragraph (i) of this AD to include an 

option for the HFEC inspection. 

Request To Change Compliance Time 

Boeing also asked that the compliance 

time specified in paragraph (g)(3) of the 

NPRM be changed to ‘‘the sooner of (i) 

within 4,500 flight cycles after the 

effective date of the AD or (ii) within 

9,000 flight cycles after the previous 

inspection done in accordance with 

Boeing Alert Service Bulletin 737– 

53A1254, dated February 17, 2005.’’ 

Boeing stated that new data indicate 

that the repeat interval for the area 

below the floor should be changed to 

9,000 flight cycles from 4,500 flight 

cycles. Boeing added that for airplanes 

on which the inspection in the original 

issue of Boeing Alert Service Bulletin 

737–53A1254 has been done, the 

compliance time as written in Boeing 

Alert Service Bulletin 737–53A1254, 

Revision 1 (i.e., 3,000 flight cycles from 

release of Revision 1 or 4,500 flight 

cycles from previous inspection, 

whichever is sooner), could cause a 

significant impact by putting some 

airplanes out of compliance. Boeing 

noted that the NPRM could potentially 

allow a longer compliance time than 

that in the original issue of the service 

bulletin. Boeing recommends that 

paragraph (g)(3) be changed as specified 

previously. 

We acknowledge the commenter’s 

concern and provide the following. The 

compliance times required by paragraph 

(g) are at the ‘‘later of,’’ not the ‘‘sooner 

of,’’ the compliance times specified in 

paragraphs (g)(3)(i) and (g)(3)(ii). We 

agree that the compliance times 

specified in paragraphs (g)(3)(i) and 

(g)(3)(ii) of this AD are somewhat 

confusing and can be clarified. 

Therefore, we have combined 

paragraphs (g)(3)(i) and (g)(3)(ii) with 

paragraph (g)(3) to provide that 

clarification. 

Request To Change Initial Inspection 

Threshold 

Southwest Airlines asked that the 

initial inspection threshold required by 

paragraphs (g)(1) and (g)(2) of the NPRM 

be changed. Southwest stated that the 

specified threshold will pose a 

significant burden on its airline to 

complete the inspections within the 

required timeframe. Southwest 

projected that half of its Model 737–300 

and –500 fleet will require an out-ofsequence maintenance visit to support 

this inspection threshold. Southwest 

added that this is based on its current 

substantial maintenance schedule, fleet 

utilization, and the proposed 

compliance thresholds based on each 

airplane’s total flight cycles. 

We do not agree with the commenter’s 

request. No supporting data were 

submitted proposing alternative 

inspection thresholds to maintain an 

adequate level of safety for its fleet. 

However, under the provisions of 

paragraph (m) of this AD, we will 

consider requests for approval of an 

alternative inspection threshold if 

sufficient data are submitted to 

substantiate that changing the initial 

inspection threshold would provide an 

acceptable level of safety. We have not 

changed the AD in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

We estimate that this AD affects 635 

airplanes of U.S. registry. The following 

table provides the estimated costs for 

U.S. operators to comply with this AD. 


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Federal Register / Vol. 75, No. 248 / Tuesday, December 28, 2010 / Rules and Regulations 81411 

TABLE—ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Cost per product 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

BS 616 and BS 639 inspection/lower frame 

and stub beam.

15 $85 $1,275 per inspection cycle 635 $809,625 per inspection 

cycle. 

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 

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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 FAA amends § 39.13 by adding 

the following new AD: 

2010–25–06 The Boeing Company: 

Amendment 39–16539. Docket No. FAA– 

2010–0437; Directorate Identifier 2009–NM– 

130–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective February 1, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–200, –300, –400, and 

–500 series airplanes, certificated in any 

category; as identified in Boeing Alert 

Service Bulletin 737–53A1254, Revision 1, 

dated July 9, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from the detection of 

fatigue cracks at certain frame sections, in 

addition to stub beam cracking, caused by 

high flight cycle stresses from both 

pressurization and maneuver loads. The 

Federal Aviation Administration is issuing 

this AD to detect and correct fatigue cracking 

of certain fuselage frames and stub beams 

and possible severed frames, which could 

result in reduced structural integrity of the 

frames. This reduced structural integrity can 

increase loading in the fuselage skin, which 

will accelerate skin crack growth and could 

result in rapid decompression of the fuselage. 

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. 

Repetitive Inspections and Corrective 

Actions 

(g) At the applicable time specified in 

paragraph (g)(1), (g)(2), or (g)(3) of this AD: 

Do a detailed or high frequency eddy current 

(HFEC) inspection for cracking of body 

station (BS) 616 and BS 639 frame webs, 

inner chord, and outer chord, and the stub 

beams; and do all applicable related 

investigative and corrective actions; by 

accomplishing all the actions specified in 

Part 1 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1254, 

Revision 1, dated July 9, 2009, except as 

specified in paragraphs (i) and (j) of this AD. 

Do all applicable related investigative and 

corrective actions before further flight. 

Thereafter, repeat the inspection at intervals 

not to exceed 4,500 flight cycles since 

accomplishing the detailed inspection or at 

intervals not to exceed 9,000 flight cycles 

since accomplishing the HFEC inspection, as 

applicable. 

(1) For airplanes on which no inspection 

of the BS 616 and BS 639 frames specified 

in Boeing Alert Service Bulletin 737– 

53A1254, dated February 17, 2005, has been 

done as of the effective date of this AD, and 

that have accumulated fewer than 55,000 

total flight cycles as of the effective date of 

this AD: Inspect within 3,000 flight cycles 

after the effective date of this AD, or before 

the accumulation of 56,500 total flight cycles, 

whichever occurs first. 

(2) For airplanes on which no inspection 

of the BS 616 and BS 639 frames specified 

in Boeing Alert Service Bulletin 737– 

53A1254, dated February 17, 2005, has been 

done as of the effective date of this AD, and 

that have accumulated 55,000 or more total 

flight cycles as of the effective date of this 

AD: Inspect within 1,500 flight cycles after 

the effective date of this AD. 

(3) For airplanes on which a detailed or 

HFEC inspection of the BS 616 and BS 639 

frames, specified in Boeing Alert Service 

Bulletin 737–53A1254, dated February 17, 

2005, has been done as of the effective date 

of this AD: Inspect within 4,500 flight cycles 

after the previous inspection done in 

accordance with Boeing Alert Service 

Bulletin 737–53A1254, dated February 17, 

2005, or within 3,000 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

Post-Repair Repetitive Inspections and 

Corrective Actions 

(h) For airplanes on which the repair 

specified in Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1254, Revision 1, dated July 9, 2009, 

has been done: At the applicable time 

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

this AD, do a detailed or HFEC inspection for 


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cracking of the replacement frame section 

(frame webs, inner chord, and outer chord); 

and do all applicable related investigative 

and corrective actions; by accomplishing all 

the actions specified in Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1254, Revision 1, 

dated July 9, 2009, except as specified in 

paragraphs (i) and (j) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

Thereafter, repeat the inspection at intervals 

not to exceed 4,500 flight cycles since 

accomplishing the detailed inspection or at 

intervals not to exceed 9,000 flight cycles 

since accomplishing the HFEC inspection, as 

applicable. 

(1) For airplanes on which a partial frame 

splice repair at BS 616 or BS 639 has been 

done, and the inner chord and web have been 

cold-worked: Inspect within 44,000 flight 

cycles after the repair has been done. 

(2) For airplanes on which a partial frame 

splice repair at BS 616 or BS 639 has been 

done, and the inner chord and web have not 

been cold-worked: Inspect within 29,000 

flight cycles after that repair has been done. 

Alternative Inspection of Repaired or 

Modified Area 

(i) For airplanes on which a repair or 

preventative modification exists on the inner 

chord below the floor which prevents the 

accomplishment of the detailed or HFEC 

inspection in that area as required by 

paragraph (g) of this AD: In lieu of inspecting 

that area, do a detailed or HFEC inspection 

of the inner chord along the length of the 

repair and around the fastener heads in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1254, Revision 1, 

dated July 9, 2009. 

Exceptions to Service Information 

(j) Where Boeing Alert Service Bulletin 

737–53A1254, Revision 1, dated July 9, 2009, 

specifies to contact Boeing for repair 

instructions and repair: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (m) of this AD. 

(k) Although Boeing Alert Service Bulletin 

737–53A1254, Revision 1, dated July 9, 2009, 

specifies to submit information to the 

manufacturer, this AD does not include that 

requirement. 

Terminating Action 

(l) Doing the repair specified in Part 4 of 

Boeing Alert Service Bulletin 737–53A1254, 

Revision 1, dated July 9, 2009, terminates the 

repetitive inspection requirements of 

paragraph (g) of this AD for the repaired 

frame only. 

Alternative Methods of Compliance 

(AMOCs) 

(m)(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: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6447; fax (425) 

917–6590. Or, e-mail information to 9–ANM– 

Seattle-ACO-AMOC-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 an 

Authorized Representative for 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. 

Material Incorporated by Reference 

(n) You must use Boeing Alert Service 

Bulletin 737–53A1254, Revision 1, dated July 

9, 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) 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. 

(3) 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. 

(4) 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 

December 16, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–32354 Filed 12–27–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0913; Directorate 

Identifier 2009–NM–101–AD; Amendment 

39–16545; AD 2010–26–06] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, and –900 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 737–600, –700, –700C, –800, and 

–900 series airplanes. This AD requires 

inspections for scribe lines in the 

fuselage skin at lap joints, the splice 

strap at certain butt joints, the skin or 

doubler at certain approved repair 

doublers, and the skin at decal 

locations; and related investigative and 

corrective actions if necessary. This AD 

results from reports of scribe line 

damage found adjacent to the skin lap 

joints, decals, and wing-to-body fairings. 

We are issuing this AD to detect and 

correct scribe lines, which can develop 

into fatigue cracks in the skin. 

Undetected fatigue cracks can grow and 

cause sudden decompression of the 

airplane. 

DATES: This AD is effective February 1, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 1, 2011. 

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. 

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, 


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