This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

71723 

Vol. 77, No. 233 

Tuesday, December 4, 2012 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1156; Directorate 

Identifier 2011–NM–205–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to certain The Boeing 

Company Model 737–200, –200C, –300, 

and –400 series airplanes. The existing 

AD currently requires repetitive 

inspections to detect cracking of the 

corners of the door frame and the cross 

beams of the aft cargo door, and 

corrective actions if necessary. The 

existing AD also requires a modification 

to the aft cargo door, which terminates 

the repetitive inspections. Since we 

issued that AD, we have received 

reports of cracking on doors on 

airplanes that were not included in the 

existing AD. This proposed AD would 

add airplanes to the applicability, add 

inspections and related investigative 

and corrective actions, and revise 

certain inspection types. This proposed 

AD would also reduce the compliance 

time, for certain doors, to do a 

modification of the doors. We are 

proposing this AD to prevent fatigue 

cracking of the corners of the door frame 

and the cross beams of the aft cargo 

door, which could result in rapid 

depressurization of the airplane. 

DATES: We must receive comments on 

this proposed AD by January 18, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; 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 

98057–3356. 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; email: 

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–2012–1156; Directorate Identifier 

2011–NM–205–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 July 2, 2001, we issued AD 2000– 

06–13 R1, Amendment 39–12317 (66 FR 

36146, July 11, 2001), for certain The 

Boeing Company Model 737–200, 

–200C, –300, and –400 series airplanes. 

That AD requires repetitive inspections 

to detect cracking of the corners of the 

door frame and the cross beams of the 

aft cargo door, and corrective actions, if 

necessary. That AD also requires a 

modification to the aft cargo door, 

which terminates the repetitive 

inspections. That AD resulted from 

reports of cracking in the forward and 

aft corner frame of the aft cargo door 

and in the lower cross beam. We issued 

that AD to prevent fatigue cracking of 

the corners of the door frame and the 

cross beams of the aft cargo door, which 

could result in rapid depressurization of 

the airplane. 

Actions Since Existing AD 2000–06–13 

R1, Amendment 39–12317 (66 FR 

36146, July 11, 2001) Was Issued 

Since we issued AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, 

July 11, 2001), we received reports of 

cracking on doors on airplanes that were 

not included in the existing AD. 

Therefore, we have determined that the 

applicability of AD 2000–06–13 R1 must 

be expanded to include all The Boeing 

Company Model 737–200, -200C, -300, 

-400, and -500 series airplanes in order 

to adequately address the identified 

unsafe condition. The existing AD also 

bases compliance times and repetitive 

intervals on airplane flight cycles. Since 

that AD was issued, we have 

determined that door interchangeability 

has a significant impact on addressing 

the unsafe condition. Doors may be 

rotated from airplane to airplane, and a 

door may have accumulated 

considerably more cycles than the 


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airplane on which it is installed. 

Therefore, this proposed AD bases 

compliance times and repetitive 

intervals on door flight cycles. 

In addition, more work is necessary 

on airplanes that have not accomplished 

the repair or preventive modification 

specified in Boeing Alert Service 

Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999, or previous 

issues of that service bulletin. We have 

also determined that the compliance 

time to do a modification of those doors 

should be reduced. We referred to 

Boeing Alert Service Bulletin 737– 

52A1079, Revision 6, dated November 

18, 1999, as the appropriate source of 

service information for accomplishing 

the required actions specified in AD 

2000–06–13 R1, Amendment 39–12317 

(66 FR 36146, July 11, 2001). We have 

also determined that additional work is 

necessary on airplanes on which certain 

repairs and modifications specified in 

Boeing Alert Service Bulletin 737– 

52A1079, Revision 6, dated November 

18, 1999, or previous issues of that 

service bulletin, have been done. 

Relevant Service Information 

We reviewed the following service 

information: 

• Boeing Alert Service Bulletin 737– 

52A1153, dated July 13, 2011. 

• Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, dated December 

17, 2010. 

• Boeing Special Attention Service 

Bulletin 737–52–1154, dated December 

17, 2010. 

For information on the procedures 

and compliance times, see this service 

information at http:// 

www.regulations.gov by searching for 

Docket No. FAA–2012–1156. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain all 

the requirements of AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, 

July 11, 2001). This proposed AD would 

add airplanes to the applicability. This 

proposed AD would also require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ 

The phrase ‘‘related investigative 

actions’’ might be used in this proposed 

AD. ‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary action, and (2) are actions 

that further investigate the nature of any 

condition found. Related investigative 

actions in an AD could include, for 

example, inspections. 

In addition, the phrase ‘‘corrective 

actions’’ might be used in this proposed 

AD. ‘‘Corrective actions’’ are actions 

that correct or address any condition 

found. Corrective actions in an AD 

could include, for example, repairs. 

Change to Existing Requirements 

Since AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, 

July 11, 2001), was issued, the AD 

format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in existing AD 2000–06–13 R1, Amendment 39-12317 (66 FR 36146, July 11, 2001) Corresponding requirement 

in this proposed AD 

paragraph (a) .................................................................................................................................................................. paragraph (h) 

paragraph (b) .................................................................................................................................................................. paragraph (i) 

paragraph (c) .................................................................................................................................................................. paragraph (j) 

paragraph (d) .................................................................................................................................................................. paragraph (k) 

paragraph (e) .................................................................................................................................................................. paragraph (l) 

We have revised the retained 

paragraph (d) of AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, 

July 11, 2001) (which corresponds to 

paragraph (k) of this proposed AD), by 

removing reference to Boeing 737 

Nondestructive Test Manual, Part 6, 

Chapter 51–00–00 (Figure 4 or Figure 

23) for the high frequency eddy current 

inspection. Instead, we have added Note 

1 to paragraph (k) of this proposed AD 

to specify that guidance on the 

inspection can be found in Boeing 737 

Nondestructive Test Manual, Part 6, 

Chapter 51–00–00 (Figure 4 or Figure 

23). 

We have also moved the method of 

compliance specified in Note 3 of AD 

2000–06–13 R1, Amendment 39–12317 

(66 FR 36146, July 11, 2001), into 

paragraph (m) of this proposed AD. 

We have also revised the language for 

the credit for previous service 

information specified in Note 4 of AD 

2000–06–13 R1, Amendment 39–12317 

(66 FR 36146, July 11, 2001), and 

included it in paragraph (n) of this 

proposed AD. 

Differences Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, dated December 

17, 2010; and Boeing Special Attention 

Service Bulletin 737 52–1154, dated 

December 17, 2010; specify to contact 

the manufacturer for instructions on 

how to repair certain conditions, but 

this proposed AD would require 

repairing those conditions in one of the 

following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Table 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010, references an 

incorrect part number for reinforcement 

angles. Paragraph (q) of this proposed 

AD specifies the correct part number. 

Boeing Alert Service Bulletin 737– 

52A1153, dated July 13, 2011; and 

Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, dated December 

17, 2010; specify accomplishing 

supplemental structural inspections. 

Those inspections are not required by 

this proposed AD. The damage tolerance 

inspections specified in those service 

bulletins may be used in support of 

compliance with section 121.1109(c)(2) 

or 129.109(b)(2) of the Federal Aviation 

Regulations (14 CFR 121.1109(c)(2) or 

14 CFR 129.109(b)(2)). 

Clarification of Line Numbers 

For certain actions, Boeing Alert 

Service Bulletin 737–52A1079, Revision 


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7, dated December 17, 2010, specifies 

line numbers 6 through 873 inclusive, 

but the corresponding action in Boeing 

Alert Service Bulletin 737–52A1153, 

dated July 13, 2011, specifies line 

numbers prior to 874. Airplanes having 

line numbers 1 through 5 are out of 

service; therefore, those airplanes are 

not subject to the requirements of this 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

affects 581 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product 

Number of 

airplanes of 

U.S. Registry 

Cost on U.S. 

operators 

Detailed inspection [retained action from existing AD 2000–06–13 R1, Amendment 

39-12317 (66 FR 36146, July 11, 2001)].

2 work-hours × $85 per 

hour = $170 per inspection cycle.

$0 $170 per inspection 

cycle.

494 $83,890 per 

inspection 

cycle. 

High frequency eddy current inspection [retained action from existing AD 2000–06–13 

R1, Amendment 39-12317 (66 FR 36146, 

July 11, 2001)].

4 work-hours × $85 per 

hour = $340 per inspection cycle.

$0 $340 per inspection 

cycle.

494 $167,960 per 

inspection 

cycle. 

Modification [retained action from existing AD 

2000–06–13 R1, Amendment 39-12317 (66 

FR 36146, July 11, 2001)].

144 work-hours × $85 

per hour = $12,240.

$5,430 $17,670 ....................... 494 $8,728,980 

Determination of door configuration [new proposed action].1 work-hour × $85 per 

hour = $85.

$0 $85 .............................. 581 $49,385 

Inspections [new proposed action] .................... 6 work-hours × $85 per 

hour = $510 per inspection cycle.

$0 $510 per inspection 

cycle.

581 $296,310 per 

inspection 

cycle. 

Modification [new proposed action] ................... 59 work-hours × $85 

per hour = $5,015.

$30,536 $35,551 ....................... (1) Unknown. 

1The number of airplanes that would be required to have this modification accomplished is dependent on no cracking being found during a 

certain inspection. 

We estimate the following costs to do 

any necessary related investigative and 

corrective actions 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 actions: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Related investigative and corrective actions ........................................................ 59 work-hours × $85 per hour = 

$5,015.

$30,536 $35,551 

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) 

2000–06–13 R1, Amendment 39–12317 


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71726 Federal Register / Vol. 77, No. 233 / Tuesday, December 4, 2012 / Proposed Rules 

(66 FR 36146, July 11, 2001), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2012–1156; Directorate Identifier 2011– 

NM–205–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by January 18, 2013. 

(b) Affected ADs 

This AD supersedes AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, July 11, 

2001), which revised AD 2000–06–13, 

Amendment 39–11654 (65 FR 17583, April 4, 

2000). AD 2000–06–13 superseded AD 98– 

25–06, Amendment 39–10931 (63 FR 67769, 

December 9, 1998). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737–200, -200C, -300, -400, 

and -500 series airplanes, certificated in any 

category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 52, Doors. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking in the forward and aft corner frame 

of the aft cargo door and in the lower cross 

beam. We are issuing this AD to prevent 

fatigue cracking of the corners of the door 

frame and the cross beams of the aft cargo 

door, which could result in rapid 

depressurization of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Affected Airplanes for Retained 

Paragraphs 

Paragraphs (h), (i), (j), (k), and (l) of this AD 

are restated from AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, July 11, 

2001). These paragraphs apply to Model 737– 

200 and –200C series airplanes, line numbers 

6 through 873 inclusive; and Model 737–200, 

–200C, –300, and –400 series airplanes, line 

numbers 874 through 1642 inclusive; 

equipped with an aft cargo door having 

Boeing part number (P/N) 65–47952–1 or P/ 

N 65–47952–524, excluding airplanes 

identified in paragraphs (g)(1) and (g)(2) of 

this AD. 

(1) Those airplanes on which that door has 

been modified as specified in Boeing Service 

Bulletin 737–52–1079. Or, 

(2) Those airplanes on which the door 

assembly having P/N 65–47952–524 includes 

four straps (P/Ns 65–47952–139, 65–47952– 

140, 65–47952–141, and 65–47952–142) and 

a thicker lower cross beam web (P/N 65– 

47952–157). 

(h) Retained Inspections and Corrective 

Actions 

This paragraph restates the actions 

required by paragraph (a) of AD 2000–06–13 

R1, Amendment 39–12317 (66 FR 36146, July 

11, 2001), with revised service information. 

For airplanes identified in paragraph (g) of 

this AD: Within 90 days or 700 flight cycles 

after December 24, 1998 (the effective date of 

AD 98–25–06, Amendment 39–10931 (63 FR 

67769, December 9, 1998)), whichever occurs 

later, perform an internal detailed visual 

inspection to detect cracking of the corners 

of the door frame and the cross beams of the 

aft cargo door, in accordance with Boeing 

Service Bulletin 737–52–1079, Revision 5, 

dated May 16, 1996; Boeing Alert Service 

Bulletin 737–52A1079, Revision 6, dated 

November 18, 1999; or Boeing Alert Service 

Bulletin 737–52A1079, Revision 7, dated 

December 17, 2010. Accomplishment of the 

modification required by paragraph (l) of this 

AD constitutes terminating action for the 

repetitive inspection requirements of this 

paragraph. Doing the inspections required by 

paragraph (p) or (s) of this AD terminates the 

inspections required by this paragraph. 

(1) If no cracking is detected, accomplish 

the requirements of either paragraph (h)(1)(i) 

or (h)(1)(ii) of this AD. 

(i) Repeat the internal visual inspection 

thereafter at intervals not to exceed 4,500 

flight cycles. Or 

(ii) Prior to further flight, modify the 

corners of the door frame and the cross 

beams of the aft cargo door, in accordance 

with Boeing Service Bulletin 737–52–1079, 

Revision 5, dated May 16, 1996; Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. Accomplishment 

of such modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraph (h)(1)(i) of this 

AD. 

(2) If any cracking is detected in the upper 

or lower cross beams, prior to further flight, 

modify the cracked beam, in accordance with 

Part I of the Accomplishment Instructions of 

Boeing Service Bulletin 737–52–1079, 

Revision 5, dated May 16, 1996; Part I of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. Accomplishment 

of such modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraph (h)(1)(i) of this AD 

for the modified beam. 

(3) If any cracking is detected in the 

forward or aft upper door frame, prior to 

further flight, repair the frame and modify 

the corners of the door frame of the aft cargo 

door, in accordance with Part I of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–52–1079, Revision 5, 

dated May 16, 1996; Part I of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010; except as provided 

by paragraph (i) of this AD. Accomplishment 

of such modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraph (h)(1)(i) of this AD 

for the upper door frame. 

(4) If any cracking is detected in the 

forward or aft lower door frame, prior to 

further flight, replace the damaged frame 

with a new frame, and modify the corners of 

the door frame of the aft cargo door, in 

accordance with Part I of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–52–1079, Revision 5, 

dated May 16, 1996; Part I of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. Accomplishment 

of such modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraph (h)(1)(i) of this AD 

for the lower door frame. 

(i) Retained Exception for Certain Actions 

Specified in Paragraphs (h) and (l) of This 

AD 

This paragraph restates the requirement of 

paragraph (b) of AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, July 11, 

2001). For actions required by paragraphs (h) 

and (l) of this AD: Where Boeing Service 

Bulletin 737–52–1079, Revision 5, dated May 

16, 1996; Boeing Alert Service Bulletin 737– 

52A1079, Revision 6, dated November 18, 

1999; or Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, dated December 17, 

2010; specifies that certain repairs are to be 

accomplished in accordance with 

instructions received from Boeing, this AD 

requires that, prior to further flight, such 

repairs be accomplished in accordance with 

a method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. 

(j) Retained Corrective Actions for Certain 

Cracking Found During Inspection Required 

by Paragraph (h) of This AD 

This paragraph restates the corrective 

action required by paragraph (c) of AD 2000– 

06–13 R1, Amendment 39–12317 (66 FR 

36146, July 11, 2001), with revised service 

information. If any cracking of the outer 

chord of the upper or lower cross beams of 

the aft cargo door is detected during any 

inspection required by paragraph (h) of this 

AD, prior to further flight, accomplish the 

repair specified in paragraph (j)(1), (j)(2), 

(j)(3), or (j)(4) of this AD. For a repair method 

to be approved, as required by paragraphs 

(j)(1), (j)(3), and (j)(4) of this AD, the approval 

letter must specifically reference this AD. 

(1) Repair in accordance with a method 

approved by the Manager, Seattle ACO. 

(2) Repair in accordance with Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. 

(3) Repair in accordance with data meeting 

the type certification basis of the airplane 

approved by a Boeing Company Designated 

Engineering Representative who has been 

authorized by the FAA to make such 

findings. 

(4) Repair in accordance with a method 

approved by the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) whom we have 

authorized to make those findings. 


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(k) Retained Inspections and Corrective 

Actions for Airplanes Identified in 

Paragraph (g) of This AD 

This paragraph restates the actions 

required by paragraph (d) of AD 2000–06–13 

R1, Amendment 39–12317 (66 FR 36146, July 

11, 2001), with revised service information. 

For airplanes identified in paragraph (g) of 

this AD: Within 4,500 flight cycles or 1 year 

after May 9, 2000 (the effective date of AD 

2000–06–13, amendment 39–11654 (65 FR 

17583, April 4, 2000), whichever occurs later, 

perform a high frequency eddy current 

inspection (HFEC) to detect cracking of the 

four corners of the door frame of the aft cargo 

door, using a method approved in accordance 

with the procedures specified in paragraph 

(x) of this AD, or in accordance with Boeing 

Alert Service Bulletin 737–52A1079, 

Revision 6, dated November 18, 1999; or 

Boeing Alert Service Bulletin 737–52A1079, 

Revision 7, dated December 17, 2010. 

Accomplishment of the modification 

required by paragraph (l) of this AD 

constitutes terminating action for the 

repetitive inspection requirements of this 

paragraph. Doing the inspections required by 

paragraph (p) or (s) of this AD terminates the 

inspections required by this paragraph. 

Note 1 to paragraph (k) of this AD: 

Additional guidance for the inspection can 

be found in Boeing 737 Nondestructive Test 

Manual, Part 6, Chapter 51–00–00 (Figure 4 

or Figure 23). 

(1) If no cracking of the corners of the door 

frame of the aft cargo door is detected, repeat 

the HFEC inspections thereafter at intervals 

not to exceed 4,500 flight cycles until 

accomplishment of the modification 

specified in paragraph (l) of this AD. 

(2) If any cracking of the corners of the 

door frame of the aft cargo door is detected, 

prior to further flight, replace the damaged 

frame with a new frame, and modify the four 

corners of the door frame, in accordance with 

Part II and Part III of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

52–1079, Revision 5, dated May 16, 1996; 

Part II and Part III of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1079, Revision 6, dated November 

18, 1999; or Part III and Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. Accomplishment 

of such modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraph (k)(1) of this AD 

for that door frame. 

(l) Retained Terminating Action for 

Inspections Specified in Paragraphs (h) and 

(k) of This AD 

This paragraph restates the action required 

by paragraph (e) of AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, July 11, 

2001), with revised service information. For 

airplanes identified in paragraph (g) of this 

AD: Within 4 years or 12,000 flight cycles 

after August 15, 2001 (the effective date of 

AD 2000–06–13 R1), whichever occurs later, 

modify the four corners of the door frame and 

the cross beams of the aft cargo door, in 

accordance with Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–52–1079, Revision 5, 

dated May 16, 1996; Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 6, 

dated November 18, 1999; or Part III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. Accomplishment 

of that modification constitutes terminating 

action for the repetitive inspection 

requirements of paragraphs (h) and (k) of this 

AD. 

(m) Retained Method of Compliance 

This paragraph restates the method of 

compliance of Note 3 of AD 2000–06–13 R1, 

Amendment 39–12317 (66 FR 36146, July 11, 

2001). Accomplishment of the modification 

required by paragraph (a) of AD 90–06–02, 

Amendment 39–6489 (55 FR 8372, March 7, 

1990), is considered acceptable for 

compliance with the requirements of 

paragraph (l) of this AD. 

(n) Retained Credit for Previous Actions 

This paragraph restates the credit given for 

service information specified in Note 4 of AD 

2000–06–13 R1, Amendment 39–12317 (66 

FR 36146, July 11, 2001). This paragraph 

provides credit for the modification of the 

corners of the door frame and the cross 

beams of the aft cargo door required by 

paragraph (l) of this AD, if the modification 

was accomplished prior to August 15, 2001 

(the effective date of AD 2000–06–13 R1), 

using Boeing Service Bulletin 737–52–1079, 

dated December 16, 1983; Revision 1, dated 

December 15, 1988; Revision 2, dated July 20, 

1989; Revision 3, dated May 17, 1990; or 

Revision 4, dated February 21, 1991. 

(o) New Requirement for Determining Door 

Configuration 

At the applicable time specified in Table 

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

Alert Service Bulletin 737–52A1153, dated 

July 13, 2011, except as provided by 

paragraph (u)(1) of this AD: Inspect the door 

to determine the configuration, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–52A1153, 

dated July 13, 2011. 

(p) New Requirements for Certain Doors 

Subject to Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, Dated December 17, 

2010 

If, during the inspection required by 

paragraph (o) of this AD, any door is 

determined to be from any airplane having 

line numbers 6 through 873 inclusive, and 

neither the modification nor the repair 

specified in any service bulletin identified in 

paragraphs (p)(1) through (p)(7) of this AD 

has been done as of the effective date of this 

AD: Do a one-time HFEC and a one-time 

ultrasonic inspection for cracking of the 

upper and lower corner frames and the upper 

and lower cross beams, and do all applicable 

related investigative and corrective actions, 

in accordance with Parts II, III, IV, and VI of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–52A1079, 

Revision 7, dated December 17, 2010; and, as 

applicable, the Accomplishment Instructions 

of Boeing Special Attention Service Bulletin 

737–52–1154, dated December 17, 2010, as 

revised by Boeing Special Attention Service 

Bulletin 737–52–1154, Revision 1, dated 

August 3, 2011; except as provided by 

paragraphs (u)(2) and (u)(3) of this AD. Do 

the inspections at the applicable time 

specified in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1079, Revision 7, dated 

December 17, 2010; except as provided by 

paragraph (u)(4) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. If no cracking is found 

during the initial inspections, before further 

flight, do the modification in accordance 

with Part III of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1079, Revision 7, dated December 

17, 2010. Doing the inspection specified in 

this paragraph terminates the inspections 

required by paragraphs (h) and (k) of this AD. 

(1) Boeing Service Bulletin 737–52–1079, 

dated December 16, 1983. 

(2) Boeing Service Bulletin 737–52–1079, 

Revision 1, dated December 15, 1988. 

(3) Boeing Service Bulletin 737–52–1079, 

Revision 2, dated July 20, 1989. 

(4) Boeing Service Bulletin 737–52–1079, 

Revision 3, dated May 17, 1990. 

(5) Boeing Service Bulletin 737–52–1079, 

Revision 4, dated February 21, 1991. 

(6) Boeing Service Bulletin 737–52–1079, 

Revision 5, dated May 16, 1996. 

(7) Boeing Service Bulletin 737–52A1079, 

Revision 6, dated November 18, 1999. 

(q) Requirements for All Doors Subject to 

Boeing Alert Service Bulletin 737–52A1079, 

Revision 7, Dated December 17, 2010 

If, during the inspection required by 

paragraph (o) of this AD, any door is 

determined to be from any airplane having 

line numbers 6 through 873 inclusive: At the 

applicable time specified in Table 2 of 

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

Alert Service Bulletin 737–52A1079, 

Revision 7, dated December 17, 2010, except 

as provided by paragraph (u)(4) of this AD, 

inspect the lower corner frames to determine 

if the door has reinforcement angles, P/N 

65C25180–9, –43, –10, –11, or –12, that were 

installed as specified in any service bulletin 

identified in paragraphs (q)(1) through (q)(5) 

of this AD. If any affected reinforcement 

angle is found, do a one-time general visual 

inspection for edge margin and do a detailed 

inspection for cracks; in accordance with Part 

V of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–52A1079, 

Revision 7, dated December 17, 2010. 

(1) Boeing Service Bulletin 737–52–1079, 

dated December 16, 1983. 

(2) Boeing Service Bulletin 737–52–1079, 

Revision 1, dated December 15, 1988. 

(3) Boeing Service Bulletin 737–52–1079, 

Revision 2, dated July 20, 1989. 

(4) Boeing Service Bulletin 737–52–1079, 

Revision 3, dated May 17, 1990. 

(5) Boeing Service Bulletin 737–52–1079, 

Revision 4, dated February 21, 1991. 

(r) Corrective Actions for Inspections 

Specified in Paragraph (q) of This AD 

If, during any inspection required by 

paragraph (q) of this AD, any crack is found, 

or if any edge margin does not meet the 

specification identified in Part V of the 

Accomplishment Instructions of Boeing Alert 


srobinson on DSK4SPTVN1PROD with 
71728 Federal Register / Vol. 77, No. 233 / Tuesday, December 4, 2012 / Proposed Rules 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010, before further 

flight, do the actions specified in paragraphs 

(r)(1), (r)(2), and (r)(3) of this AD. 

(1) Replace the corner reinforcement angle, 

in accordance with Part III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–52A1079, Revision 7, 

dated December 17, 2010. 

(2) Do a one-time detailed inspection or 

HFEC inspection for cracking at the forward 

and aft ends of cross beam D, in accordance 

with Part 1 of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–52–1154, dated 

December 17, 2010. If any cracking is found, 

before further flight, do all applicable repairs 

in accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–52–1154, dated 

December 17, 2010, except as provided by 

paragraph (u)(2) of this AD. 

(3) Do a one-time detailed inspection or 

ultrasonic inspection for cracking on the 

frames, in accordance with Part 2 (detailed 

inspection) or Part 8 (ultrasonic inspection) 

of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–52–1154, dated December 17, 2010, as 

revised by Boeing Special Attention Service 

Bulletin 737–52–1154, Revision 1, dated 

August 3, 2011. If any cracking is found, 

before further flight, replace the frame in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1079, Revision 7, dated December 

17, 2010. 

(s) Requirements for Doors Subject to Boeing 

Alert Service Bulletin 737–52A1153, Dated 

July 13, 2011 

If, during the action required by paragraph 

(o) of this AD, a door is determined to be 

from an airplane having line numbers 874 

and subsequent: At the applicable time 

specified in Tables 1 and 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011, 

except as provided by paragraph (u)(1) of this 

AD, do high frequency and detailed 

inspections for cracks in the forward and aft 

ends of cross beam E, and do all applicable 

related investigative and corrective actions, 

in accordance with Parts 1, 3, 4, 5, and 6 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–52A1153, dated 

July 13, 2011; and, as applicable, the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–52– 

1154, dated December 17, 2010, as revised by 

Boeing Special Attention Service Bulletin 

737–52–1154, Revision 1, dated August 3, 

2011; except as provided by paragraph (u)(2) 

of this AD. Do all applicable related 

investigative and corrective actions at the 

applicable time specified in Tables 1 and 2 

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

Service Bulletin 737–52A1153, dated July 13, 

2011, except as provided by paragraph (u)(1) 

of this AD. If no cracking is found during the 

inspections specified in Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011, 

at the applicable time specified in Tables 1 

and 2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–52A1153, 

dated July 13, 2011, except as provided by 

paragraph (u)(1) of this AD, do the 

modification in accordance with Parts 5 and 

6, as applicable, of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1153, dated July 13, 2011. Repeat 

the inspections thereafter at the times 

specified in Tables 1 and 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011, 

until the preventative modification or repair 

is done to both ends of cross beam E in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1153, dated July 13, 2011. Doing the 

inspection specified in this paragraph 

terminates the inspections required by 

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

(t) One Time Inspections for Doors Subject 

to Boeing Alert Service Bulletin 737– 

52A1153, Dated July 13, 2011 

If, during the actions required by paragraph 

(o) of this AD, a door is determined to be 

from an airplane having line numbers 874 

and subsequent: At the applicable time 

specified in Tables 3 and 4 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011, 

except as provided by paragraph (u)(1) of this 

AD, do a one-time ultrasonic inspection of 

the frame and a detailed inspection of the 

reinforcing angle for cracks of the forward 

and aft ends of cross beam E, and do all 

applicable related investigative and 

corrective actions, in accordance with Parts 

1, 3, 4, 7, and 8 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–52A1153, dated July 13, 2011; and, as 

applicable; the Accomplishment Instructions 

of Boeing Special Attention Service Bulletin 

737–52–1154, dated December 17, 2010, as 

revised by Boeing Special Attention Service 

Bulletin 737–52–1154, Revision 1, dated 

August 3, 2011; except as provided by 

paragraph (u)(2) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. 

(u) Service Information Exceptions 

The following exceptions apply to this AD. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–52A1153, 

dated July 13, 2011, specifies a compliance 

time ‘‘after the original issue date of this 

service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) Where Boeing Special Attention Service 

Bulletin 737–52–1154, dated December 17, 

2010, specifies to contact Boeing for repair, 

before further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (x) of this AD. 

(3) Where Boeing Alert Service Bulletin 

737–52A1079, Revision 7, dated December 

17, 2010, specifies to contact Boeing for 

repair, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (x) of this 

AD. 

(4) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–52A1079, 

Revision 7, dated December 17, 2010, 

specifies a compliance time ‘‘from the date of 

Revision 7 to this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(v) Supplemental Structural Inspections 

The supplemental structural inspections 

specified in Tables 5 and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011; 

and Tables 3 and 4 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1079, Revision 7, dated 

December 17, 2010; are not required by this 

AD. 

Note 2 to paragraph (v) of this AD: The 

damage tolerance inspections specified in 

Tables 5 and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1153, dated July 13, 2011; 

and Tables 3 and 4 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–52A1079, Revision 7, dated 

December 17, 2010; may be used in support 

of compliance with section 121.1109(c)(2) or 

129.109(b)(2) of the Federal Aviation 

Regulations (14 CFR 121.1109(c)(2) or 14 CFR 

129.109(b)(2)). The corresponding actions 

specified in the Accomplishment 

Instructions and figures of Boeing Alert 

Service Bulletin 737–52A1153, dated July 13, 

2011; and Boeing Alert Service Bulletin 737– 

52A1079, Revision 7, dated December 17, 

2010; are not required by this AD. 

(w) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (p), (q), and (r) of this 

AD, if the actions were accomplished before 

the effective date of this AD using any service 

information specified in paragraph (w)(1), 

(w)(2), (w)(3), (w)(4), (w)(5), (w)(6), or (w)(7) 

of this AD. 

(1) Boeing Service Bulletin 737–52–1079, 

dated December 16, 1983. 

(2) Boeing Service Bulletin 737–52–1079, 

Revision 1, dated December 15, 1988. 

(3) Boeing Service Bulletin 737–52–1079, 

Revision 2, dated July 20, 1989. 

(4) Boeing Service Bulletin 737–52–1079, 

Revision 3, dated May 17, 1990. 

(5) Boeing Service Bulletin 737–52–1079, 

Revision 4, dated February 21, 1991. 

(6) Boeing Service Bulletin 737–52–1079, 

Revision 5, dated May 16, 1996. 

(7) Boeing Alert Service Bulletin 737– 

52A1079, Revision 6, dated November 18, 

1999. 

(x) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

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

(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. 


srobinson on DSK4SPTVN1PROD with 
Federal Register / Vol. 77, No. 233 / Tuesday, December 4, 2012 / Proposed Rules 71729 

(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 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 previously in 

accordance with AD 2000–06–13, 

Amendment 39–11654 (65 FR 17583, April 4, 

2000); and AD 2000–06–13 R1, Amendment 

39–12317 (66 FR 36146, July 11, 2001); are 

approved as AMOCs for the corresponding 

requirements of this AD. 

(y) Related Information 

(1) For more information about this AD, 

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; email: alan.pohl@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

5680; Internet https:// 

www.myboeingfleet.com. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, Washington. 

For information on the availability of this 

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

Issued in Renton, Washington, on 

November 21, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–29170 Filed 12–3–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1222; Directorate 

Identifier 2012–NM–134–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. 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 Bombardier, Inc. 

Model DHC–8–400 series airplanes. The 

existing AD currently requires a freeplay check for excessive free-play of the 

shaft swaged bearing installed in the 

tailstock end of each elevator power 

control unit (PCU), and replacing any 

PCU on which the bearing exceeds 

allowable limits with a serviceable PCU. 

Since we issued that AD, we have 

determined that additional airplanes are 

affected by the identified unsafe 

condition. This proposed AD would add 

airplanes to the applicability in the 

existing AD. We are proposing this AD 

to detect and correct excessive freeplay 

of the swaged bearings, which could 

lead to excessive airframe vibrations 

and difficulties in pitch control, and 

consequent loss of controllability of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by January 18, 2013. 

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, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., Q-Series Technical Help Desk, 123 

Garratt Boulevard, Toronto, Ontario 

M3K 1Y5, Canada; telephone 416–375– 

4000; fax 416–375–4539; email 

thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

You may review copies of the 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office 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 Operations 

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: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office (ACO), 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7318; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2012–1222; Directorate Identifier 

2012–NM–134–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 based on 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 14, 2011, we issued AD 

2011–13–08, Amendment 39–16731 (76 

FR 37253, June 27, 2011). That AD 

required actions intended to address an 

unsafe condition on Bombardier, Inc. 

Model DHC–8–400 series airplanes. 

Since we issued the existing AD (76 

FR 37253, June 27, 2011), we have 

determined that additional airplanes are 

affected by the identified unsafe 

condition. Transport Canada Civil 

Aviation (TCCA), which is the aviation 

authority for Canada, has issued 

Canadian Airworthiness Directive CF– 

2010–28R1, dated June 12, 2012 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Several reports have been received on the 

elevator power control units (PCUs) where 

the shaft (tailstock) swaged bearing liners had 

shown a higher than normal rate of wear. 

Investigation revealed that the excessive wear 

was due to the paint contamination between 

the bearing roller and bearing liner. The 

bearing paint contamination is known to be 

abrasive and could seize the bearing. 

This condition, if not corrected, could lead 

to excessive airframe vibrations and 

difficulties in aircraft pitch control. 

This [TCCA] directive mandates a free-play 

check of the shaft swaged bearing installed in 

the elevator PCU tailstock end and 

replacement of the shaft swaged bearings if 

excessive free-play is found. 


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