61542 Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules 

(C) Appendix 3, Revision 2, dated October 

21, 2009. 

(D) Appendix 4, Revision 1, dated October 

20, 2009. 

(E) Appendix 5, Revision 3, dated March 

10, 2010. 

(5) For Model FALCON 2000EX airplanes: 

(i) Dassault Mandatory Service Bulletin 

F2000EX–171, dated July 6, 2009, which 

includes the following appendices. 

(A) Appendix 1, dated July 6, 2009. 

(B) Appendix 2, dated July 6, 2009. 

(C) Appendix 3, dated July 6, 2009. 

(D) Appendix 4, dated July 6, 2009. 

(E) Appendix 5, dated July 6, 2009. 

(ii) Dassault Mandatory Service Bulletin 

F2000EX–171, Revision 1, dated October 22, 

2009, which includes the following 

appendices. 

(A) Appendix 1, Revision 1, dated October 

21, 2009. 

(B) Appendix 2, Revision 2, dated October 

21, 2009. 

(C) Appendix 3, Revision 2, dated October 

21, 2009. 

(D) Appendix 4, Revision 1, dated October 

20, 2009. 

(E) Appendix 5, Revision 2, dated October 

22, 2009. 

(iii) Dassault Mandatory Service Bulletin 

F2000EX–171, Revision 2, dated February 15, 

2010, which includes the following 

appendices. 

(A) Appendix 1, Revision 2, dated 

February 15, 2010. 

(B) Appendix 2, Revision 3, dated February 

15, 2009. 

(C) Appendix 3, Revision 2, dated October 

21, 2009. 

(D) Appendix 4, Revision 1, dated October 

20, 2009. 

(E) Appendix 5, Revision 3, dated March 

10, 2010. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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 International Branch, send it to ATTN: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

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

1149. Information may be emailed to: 9– 

ANM–116–AMOC–REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(j) Related Information 

Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2011–0193, 

dated October 5, 2011, and the service 

information specified in paragraphs (g)(1) 

through (g)(5) of this AD, for related 

information. 

Issued in Renton, Washington, on 

September 26, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–24808 Filed 10–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1068; Directorate 

Identifier 2011–NM–073–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 two 

existing airworthiness directives (AD) 

that apply to certain The Boeing 

Company Model 737–100, –200, –200C, 

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

The existing AD, for certain Model 737– 

100, –200, and –200C series airplanes 

currently requires repetitive inspections 

of the aft end of each inboard flap track 

of the wing outboard flap, and 

corrective actions, if necessary. The 

existing AD, for certain Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes requires repetitive 

inspections for cracks in the upper 

flange of the inboard track at the rear 

spar attachments of each outboard flap, 

and corrective action, if necessary. That 

AD also requires, for certain airplanes, 

repetitive inspections for discrepancies 

of the rear spar attachments and cracks 

in the upper flange of the inboard track 

at the rear spar attachment of each 

outboard flap, and eventual rework of 

the flap track assembly and rear spar 

attachments, including replacement of 

the flap track with a new track, if 

necessary. Since we issued those ADs, 

we have received reports that the work 

sequence and procedures used during 

track installation could also cause loose 

or cracked tracks. This proposed AD 

would require an inspection for damage 

and stop-drill repairs along the flap 

track; an inspection for damage, 

cracking, and stop-drill repairs along the 

track webs; and an inspection for 

damage of the flap track web and 

flanges, and corrective actions if 

necessary. This proposed AD would 

also require, for certain airplanes, an 

inspection for signs of movement 

between the tapered shim and anti-fret 

strip, installation of the anti-fret strip, 

and corrosion of the tapered shim and 

anti-fret strip; an inspection for signs of 

movement, cracks and corrosion where 

the track is attached to the wing rear 

spar; an inspection for cracking of the 

outboard edge of the track; an 

inspection for cracking of the inner edge 

of the track; and related investigative 

and corrective actions if necessary. This 

proposed AD would also require 

repetitive overhauls of the flap track and 

repetitive post-overhaul inspections and 

corrective actions if necessary; an 

inspection to determine the part number 

of the flap track assembly, and 

replacement of affected parts if 

necessary; and would also add airplanes 

to the applicability. We are proposing 

this AD to detect and correct cracking 

and damage in the flap track, which 

could cause loss of the outboard trailing 

edge flap and consequent reduced 

controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by November 26, 

2012. 

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, WA 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, WA. For information on 


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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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6440; fax 

425–917–6590; email: 

nancy.marsh@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–2012–1068; Directorate Identifier 

2011–NM–073–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 December 5, 2000, we issued AD 

2000–25–07, Amendment 39–12041 (65 

FR 78913, December 18, 2000), for 

certain Model 737–100, –200, and 

–200C series airplanes. That AD 

requires repetitive inspections of the aft 

end of each inboard flap track of the 

wing outboard flap, and corrective 

actions, if necessary. That AD resulted 

from reports of cracking of the aft end 

of an inboard flap track of the wing 

outboard flap found on a Model 737– 

200 series airplane having improved 

flap tracks installed. The inner and 

outer webs of the track, as well as the 

upper and lower flanges, were severed. 

We issued that AD to detect and correct 

damage of the aft end of each flap track, 

which could result in loss of the 

outboard trailing edge flap and 

consequent loss of controllability of the 

airplane. 

On March 8, 2002, we issued AD 

2002–05–07, Amendment 39–12675 (67 

FR 11891, March 18, 2002), for certain 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. That 

AD requires, for certain airplanes, 

repetitive inspections for discrepancies 

of the rear spar attachments and cracks 

in the upper flange of the inboard track 

at the rear spar attachment of each 

outboard flap, and eventual rework of 

the flap track assembly and rear spar 

attachments, including replacement of 

the flap track with a new track, if 

necessary. For certain airplanes, that AD 

requires repetitive inspections for cracks 

in the upper flange of the inboard flap 

tracks at the rear spar attachments, and 

corrective action, if necessary. That AD 

resulted from several reports of cracking 

of the inboard track of the outboard flap. 

We issued that AD to detect and correct 

discrepancies of the inboard tracks of 

the outboard flaps, which could result 

in loss of the outboard trailing edge 

flaps and consequent reduced 

controllability of the airplane. 

Actions Since Existing ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002); Were Issued 

Since we issued ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002); we have received 

reports that the work sequence and 

procedures used during track 

installation could also cause loose 

tracks, causing the track to move 

laterally at the rear spar joint when full 

torque is applied to the forward attach 

bolt, putting a side load on the inboard 

aft attach bolt. Because of friction 

caused by tightening to the specified 

torque value, the torque applied to the 

bolt is not sufficient to hold the track 

tight against the rear spar structure. 

Continued operation with a cracked or 

loose attachment at the rear spar could 

cause the track to break, which could 

result in the loss of the outboard trailing 

edge flap and consequent loss of 

controllability of the airplane. 

Relevant Service Information 

We reviewed Boeing Service Bulletin 

737–57A1271, Revision 3, dated 

February 13, 2012, for all Model 737– 

100, –200, –200C, –300, –400, and –500 

series airplanes. This service 

information describes procedures for a 

detailed inspection for damage (cracks, 

nicks, corrosion pits, galling, pieces 

broken off) and stop-drill repairs along 

the full length of the upper and lower 

flanges of the flap track; a detailed 

inspection for damage, cracking, and 

stop-drill repairs along the full length of 

the track webs; an eddy current 

inspection for damage (including 

cracking) of the flap track web and 

flanges; and corrective actions if 

necessary. Corrective actions include 

repairing damage and replacing flap 

tracks. 

Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, also describes, for certain 

airplanes, procedures for a detailed 

inspection for signs of movement 

between the tapered shim and anti-fret 

strip installation of the anti-fret strip, 

and corrosion of the tapered shim and 

anti-fret strip; a detailed inspection for 

signs of movement, cracks and corrosion 

of the area where the track is attached 

to the wing rear spar; an eddy current 

inspection for cracking of the outboard 

edge of the track adjacent to the 

outboard attach bolt; an ultrasonic 

inspection for cracking of the inner edge 

of the track adjacent to the outboard 

attach bolt; and related investigative and 

corrective actions if necessary. The 

related investigative actions (which 

include disassembly of the flap track-towing attachment) include the following 

inspections. 

• A detailed inspection of the antifret strip for signs that show the strip is 

loose or damaged and to determine if 

the anti-fret strip is made of phenolic. 

• A detailed inspection of the tapered 

shim for damage and corrosion, and to 

determine if the shim is made of 

laminated material and the shim width 

is less than 1.70 inches. 

• A detailed inspection of the track in 

the area where it is fitted against the 

wing skin for corrosion on the surface 

and corrosion in the bolt holes. 

• A detailed inspection of the 

bushing for corrosion. 

• An eddy current inspection or 

magnetic particle inspection for 

cracking on the upper surface of the 

track flange adjacent to the inboard and 

outboard bolt holes. 

• An eddy current inspection or 

magnetic particle inspection of the 

inboard and outboard bolt holes for 

cracking. 

The corrective actions include 

installing a new anti-fret strip, tapered 

shim, or bushing; removing or repairing 

corrosion; and removing damage and 

replacing the flap track. 


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Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, also describes procedures for 

repetitive overhauls of the flap track and 

repetitive post-overhaul inspections and 

corrective actions if necessary. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and all 

requirements of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002). This proposed AD 

would require new inspections and 

overhauls of the flap track assembly. 

This proposed AD would also require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the AD and the 

Service Information.’’ 

Changes to Existing ADs 2000–25–07 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002) 

Since ADs 2000–25–07 Amendment 

39–12041 (65 FR 78913, December 18, 

2000); and 2002–05–07 Amendment 39– 

12675 (67 FR 11891, March 18, 2002); 

were issued, the AD format has been 

revised, and certain paragraphs have 

been re-arranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

previous ADs 2000–25–07 Amendment 39–12041 (65 FR 78913, December 18, 2000); and 2002–05–07 Amendment 

39–12675 (67 FR 11891, March 18, 2002) 

Corresponding 

requirement in this 

proposed AD 

paragraph (a) of AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December 18, 2000) ........................................... paragraph (g). 

paragraph (b) of AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December 18, 2000) ........................................... paragraph (i). 

paragraph (a) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) .................................................. paragraph (j). 

paragraph (b) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) .................................................. paragraph (l). 

paragraph (c) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) .................................................. paragraph (m). 

paragraph (d) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) .................................................. paragraph (n). 

paragraph (e) of AD 2002–05–07, Amendment 39–12675 (67 FR 11891, March 18, 2002) .................................................. paragraph (o). 

The reference to ‘‘the service bulletin’’ 

in paragraph (e) of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002) has been spelled out 

with the full citation, ‘‘Boeing Service 

Bulletin 737–57A1249, Revision 1, 

including Appendix A, dated June 1, 

2000,’’ in paragraph (o) of this proposed 

AD. Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA). We have revised 

paragraphs (i) and (o) of this AD to 

delegate the authority to approve an 

alternative method of compliance for 

any repair required by this proposed AD 

to the Boeing Commercial Airplanes 

ODA rather than a Designated 

Engineering Representative (DER). 

Note 2 of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000), has been changed 

to paragraph (h) of this proposed AD. 

Note 3 of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, 

March 18, 2002), has been changed to 

paragraph (k) of this proposed AD 

which provides credit for previous 

accomplishment of certain actions. 

We have also revised certain headings 

throughout this AD. 

Differences Between the Proposed AD 

and the Service Information 

Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, specifies procedures to inspect for 

installation of an anti-fret strip but does 

not specify on-condition actions if the 

anti-fret strip is missing. If an anti-fret 

strip is not found installed, this 

proposed AD would require that the 

related investigative actions specified 

for anti-fret strips that have signs of 

damage or corrosion are done, and 

corrective actions if necessary, 

including making and installing a new 

anti-fret strip, are done in accordance 

with paragraph 3.B.5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 

3, dated February 13, 2012. 

Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, specifies procedures to remove 

certain flap track assemblies if found. 

This proposed AD would require an 

inspection to determine the part number 

of the flap track assembly and 

replacement of affected parts if 

necessary. 

Explanation of Change to Costs of 

Compliance 

Since issuance of AD 2002–05–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000), we have increased 

the labor rate used in the Costs of 

Compliance from $60 per work-hour to 

$85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this proposed AD 

affects 570 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 

Cost on U.S. 

operators 

Detailed visual inspection [retained actions 

from existing AD 2000–25–07, Amendment 39–12041 (65 FR 78913, December 

18, 2000)].

6 work-hours × $85 

per hour = $510.

$0 $510 .......................... 290 $147,900. 


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ESTIMATED COSTS—Continued 

Action Labor cost Parts 

cost Cost per product Number of airplanes 

Cost on U.S. 

operators 

Detailed visual, HFEC, and ultrasonic inspections [retained actions from existing 

AD 2002–05–07, Amendment 39-12675 

(67 FR 11891, March 18, 2002)].

4 work-hours × $85 

per hour = $340.

$0 $340 .......................... 1,100 $374,000. 

Detailed and eddy current inspections [new 

proposed actions].

82 work-hours × $85 

per hour = $6,970 

per inspection cycle.

$0 $6,970 per inspection 

cycle.

570 $3,972,900 per inspection cycle. 

Overhaul [new proposed action] ................... 70 work-hours × $85 

per hour = 5,950 

per overhaul cycle.

$20,000 $25,950 per overhaul 

cycle.

570 $14,791,500 per 

overhaul cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for labor cost for repair, and 

parts cost for repair and replacement for 

the on-condition actions specified in 

this proposed AD. The labor cost of the 

replacement is $1,360 (16 work-hours × 

$85 per hour). We have no way of 

determining the number of aircraft that 

might need these repairs/replacements. 

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 directives (AD) 

2000–25–07, Amendment 39–12041 (65 

FR 78913, December 18, 2000); and 

2002–05–07, Amendment 39–12675 (67 

FR 11891, March 18, 2002); and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2012–1068; Directorate Identifier 2011– 

NM–073–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by November 26, 2012. 

(b) Affected ADs 

This AD supersedes ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737–100, –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 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports that the 

work sequence and procedures used during 

installation of replacement tracks installed in 

accordance with AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); or AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002); could cause loose or cracked 

tracks. We are issuing this AD to detect and 

correct cracking and damage in the flap track, 

which could cause loss of the outboard 

trailing edge flap and consequent reduced 

controllability of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections 

This paragraph restates the inspection 

required by paragraph (a) of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000), with added references to 

a terminating action. For Model 737–100, 

–200, and –200C series airplanes on which 

the left- or right-hand inboard flap tracks of 

the wing outboard flap have a part number 

(P/N) listed in Table 1 of this AD: Do a 

detailed visual inspection to detect damage 

(corrosion, cracking) of the aft end of the leftand right-hand inboard flap tracks of the 

wing outboard flap, per Boeing All Operator 

Message (AOM) M–7200–00–01854, dated 

July 27, 2000, at the latest of the times 

specified in paragraphs (g)(1), (g)(2), and 

(g)(3) of this AD. Repeat the inspection 

thereafter at intervals not to exceed 1,200 

flight cycles. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

TABLE 1—BOEING FLAP TRACKS

SUBJECT TO THIS AD 

Name Part No. 

Boeing ............................. 65–46428–9 

65–46428–15 


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TABLE 1—BOEING FLAP TRACKS

SUBJECT TO THIS AD—Continued 

Name Part No. 

65–46428–17 

65–46428–19 

65–46428–21 

65–46428–23 

65–46428–25 

65–46428–27 

65–46428–33 

65–46428–35 

(1) Within 30 days after January 2, 2001 

(the effective date of AD 2000–25–07 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000)). 

(2) Within 1,200 flight cycles after the last 

documented inspection or overhaul of the aft 

end of each flap track. 

(3) Before the accumulation of 15,000 total 

flight cycles. 

(h) Retained Definition 

This paragraph restates the definition 

specified by Note 2 of AD 2000–25–07 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000). For the purposes of this 

AD, a detailed visual inspection is defined 

as: ‘‘An intensive visual examination of a 

specific structural area, system, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate 

by the inspector. Inspection aids such as a 

mirror, magnifying lenses, etc., may be used. 

Surface cleaning and elaborate access 

procedures may be required.’’ 

(i) Retained Corrective Actions 

This paragraph restates the corrective 

actions required by paragraph (b) of AD 

2000–25–07, Amendment 39–12041 (65 FR 

78913, December 18, 2000), with added 

reference to organization designation 

authorization (ODA). If any damage 

(corrosion, cracking) is detected during any 

inspection required by paragraph (g) of this 

AD, before further flight, repair or rework the 

flap track per the ‘‘Repair and Rework 

Instructions’’ specified in Boeing AOM M– 

7200–00–01854, dated July 27, 2000. Where 

that AOM specifies that the manufacturer 

may be contacted for disposition of certain 

corrective actions (i.e., repair and/or rework 

of the flaps), this AD requires such repair 

and/or rework to be done per a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or per data 

meeting the type certification basis of the 

airplane approved by a Boeing Company 

designated engineering representative (DER) 

or the Boeing Commercial Airplanes ODA 

who has been authorized by the Manager, 

Seattle ACO, to make such findings. For a 

repair method to be approved by the ODA, 

the repair must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically reference this AD. 

(j) Retained Initial Inspections 

This paragraph restates the initial 

inspection required by paragraph (a) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002), with added 

references to terminating action. For Model 

737–100, –200, and –200C series airplanes 

with line numbers (L/N) 1 through 869 

inclusive, and those airplanes with L/Ns 870 

through 1585 inclusive, which either still 

have their original flap tracks or which have 

had the original flap tracks replaced with 

certain tracks as specified in Boeing Service 

Bulletin 737–57A1249, Revision 1, including 

Appendix A, dated June 1, 2000; except 

airplanes on which any replacement flap 

tracks were installed as specified in Boeing 

Service Bulletin 737–57–1203, dated 

November 15, 1990, or production 

equivalent: Within 6 months after April 22, 

2002 (the effective date of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002)), accomplish the requirements of 

paragraphs (j)(1) and (j)(2) of this AD, 

according to Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) Perform a detailed visual inspection for 

discrepancies (e.g., corrosion, or missing, 

damaged, or migrated anti-fret strips and 

tapered shims) of the rear spar attachments 

of the flap tracks. 

(2) Perform detailed visual, high frequency 

eddy current (HFEC), and ultrasonic 

inspections for cracking in the upper flange 

of the inboard track of each outboard flap at 

the rear spar attachments. 

(k) Retained Credit for Previous Actions 

This paragraph restates the credit for 

certain previously accomplished actions 

specified by Note 3 of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). This paragraph provides credit for 

the actions specified in paragraphs (j), (l), 

(m), and (n) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 737– 

57A1249, including Appendix A, dated 

December 16, 1999. 

(l) Retained Repetitive Inspections 

This paragraph restates the repetitive 

inspections required by paragraph (b) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). For airplanes subject 

to the requirements of paragraph (j) of this 

AD: If no discrepancy is found during any 

inspection required by paragraph (j) of this 

AD, thereafter, repeat the inspections 

specified in paragraph (j) of this AD at 

intervals not to exceed 9 months, until the 

actions required by paragraph (m) or (p) of 

this AD have been accomplished. 

(m) Retained Rework 

This paragraph restates the rework 

required by paragraph (c) of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). For airplanes subject to the 

requirements of paragraph (j) of this AD: At 

the applicable time specified in paragraph 

(m)(1) or (m)(2) of this AD, accomplish 

rework of the flap track assembly and aft flap 

track attachments (including removal of the 

flap track; a detailed visual inspection for a 

missing, damaged, or migrated anti-fret strip 

and tapered shim of the rear spar attachments 

of the flap track; replacement of the anti-fret 

strip with a new aluminum anti-fret strip (or 

installation of an aluminum strip if no strip 

is installed), as applicable; replacement of 

the tapered shim with a new shim (or 

installation of a shim if no shim is installed); 

eddy current and ultrasonic inspections for 

fatigue cracking of the flap tracks; a detailed 

visual inspection for corrosion of the flap 

tracks; and rework of attachment holes), 

including replacement of the flap tracks, as 

applicable, by accomplishing all actions 

specified in Part II of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Do these actions 

according to the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000, except as provided by 

paragraph (o) of this AD. Accomplishment of 

the actions required by this paragraph 

terminates the repetitive inspections required 

by paragraph (l) of this AD. Accomplishing 

the requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) If no discrepancy is found during any 

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

this AD: Do the rework within 24 months 

after April 22, 2002 (the effective date of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). 

(2) If any discrepancy is found during any 

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

this AD: Do the rework prior to further flight. 

(n) Retained Repetitive Inspections 

This paragraph restates the repetitive 

inspections required by paragraph (d) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). For Model 737–100, 

–200, –200C, –300, –400, and –500 series 

airplanes, except airplanes on which any 

replacement flap tracks were installed as 

specified in Boeing Service Bulletin 737–57– 

1203, dated November 15, 1990, or 

production equivalent: At the applicable time 

specified in paragraph (n)(1) or (n)(2) of this 

AD, and thereafter at least every 24 months, 

perform detailed visual, HFEC, and 

ultrasonic inspections for cracking in the 

upper flange of the inboard track of each 

outboard flap at the rear spar attachments, 

according to Part I of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) For airplanes subject to paragraph (m) 

of this AD, do the inspections within 10 

years after accomplishment of the rework 

according to paragraph (m) of this AD. 

(2) For airplanes other than those 

identified in paragraph (n)(1) of this AD, do 

the inspections within 10 years since the 

airplane’s date of manufacture, or within 6 

months after April 22, 2002 (the effective 

date of AD 2002–05–07, Amendment 39– 


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12675 (67 FR 11891, March 18, 2002), 

whichever occurs later. 

(o) Retained Repair Instructions and 

Exception to Procedures in Service 

Information 

This paragraph restates the repair 

instructions and exception to procedures 

required by paragraph (e) of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). If any discrepancy is found during 

any action required by paragraph (j), (l), or 

(m) of this AD, and Boeing Service Bulletin 

737–57A1249, Revision 1, including 

Appendix A, dated June 1, 2000, specifies to 

contact Boeing for appropriate action; or if 

any discrepancy is found during inspections 

according to paragraph (n) of this AD: Prior 

to further flight, repair according to a method 

approved by the Manager, Seattle ACO, FAA; 

or according to data meeting the type 

certification basis of the airplane approved 

by a Boeing Company DER or ODA who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved by the ODA, the 

repair must meet the certification basis of the 

airplane, and the approval must specifically 

refer to this AD. For a repair method to be 

approved by the Manager, Seattle ACO, as 

required by this paragraph, the approval 

letter must specifically reference this AD. 

(p) New Inspection of Flap Track Web and 

Flanges 

For all airplanes: At the times specified in 

paragraph (q) of this AD: Do the inspections 

specified in paragraphs (p)(1), (p)(2), (p)(3), 

and (p)(4) of this AD, and do all applicable 

corrective actions, in accordance with 

paragraph 3.B.3. of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, except as required by paragraphs (r) 

and (v) of this AD. Performing these 

inspections terminates the requirements of 

paragraphs (g), (j) and (n) of this AD. Do all 

applicable corrective actions before further 

flight. 

(1) Detailed inspection for damage (cracks, 

nicks, corrosion pits, galling, pieces broken 

off) and stop-drill repairs along the full 

length of the upper and lower flanges of the 

flap track. 

(2) Detailed inspection for damage, 

cracking, and stop-drill repairs along the full 

length of the track webs. 

(3) Eddy current inspection for damage 

(including cracking) of the flap track web and 

flanges. 

(4) Inspection to determine the part 

number of the flap track assembly. 

(q) New Compliance Time 

At the latest of the applicable times 

specified in paragraphs (q)(1), (q)(2), and 

(q)(3) of this AD, do the actions required by 

paragraph (p) of this AD. 

(1) Within 96 months since the flap track 

was new or overhauled, or prior to the 

accumulation of 15,000 flight cycles on the 

flap track since new or overhauled; 

whichever occurs first. 

(2) Within 180 days after the effective date 

of this AD. 

(3) Within 24 months after the most recent 

inspection was performed in accordance with 

Part 1 of the Accomplishment Instructions of 

Boeing Service Bulletin 737–57A1249, 

including Appendix A, dated December 16, 

1999; or Revision 1, including appendix A, 

dated June 1, 2000. 

(r) Replacement 

If, during any inspection required by 

paragraph (p) of this AD, any flap track 

assembly having P/N 65–46428–31 or 65– 

46428–33 is found, before further flight, 

replace the flap track assembly with a new 

or serviceable flap track assembly, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, except as required by paragraph (v) of 

this AD. 

(s) New Inspections of Flap-to-Wing 

Attachment if Repairs Are Done or if No 

Damage Is Found in Flap Track Web and 

Flanges 

For airplanes on which no damage is found 

in the flanges or the Web during any 

inspection required by paragraph (p) of this 

AD; and for airplanes on which a repair is 

done during any corrective action required 

by (p) of this AD; before further flight, do the 

inspections specified in paragraphs (s)(1) 

through (s)(4) of this AD, and do all 

applicable related investigative and 

corrective actions, in accordance with 

paragraphs 3.B.4 and 3.B.5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. If, during the 

inspection required by paragraph (s)(1) of 

this AD, an anti-fret strip is not found 

installed, before further flight, do the related 

investigative actions specified in Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, for an anti-fret strip 

that has signs of damage or corrosion and do 

all applicable corrective actions, including 

making and installing a new anti-fret strip, in 

accordance with paragraph 3.B.5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. 

(1) Detailed inspection for signs of 

movement between the tapered shim and 

anti-fret strip, installation of the anti-fret 

strip, and corrosion of the tapered shim and 

anti-fret strip. 

(2) Detailed inspection for signs of 

movement, cracks and corrosion of the area 

where the track is attached to the wing rear 

spar. 

(3) High frequency eddy current inspection 

for cracking of the outboard edge of the track 

adjacent to the outboard attach bolt. 

(4) Ultrasonic inspection for cracking of the 

inner edge of the track adjacent to the 

outboard attach bolt. 

(t) New Overhaul 

Within 10,000 flight cycles on the flap 

track or 48 months, whichever occurs first 

after accomplishing the inspection required 

by paragraph (p) of this AD: Do an overhaul 

of the flap track, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. Repeat the 

overhaul thereafter at intervals not to exceed 

20,000 flight cycles on the flap track or 96 

months, whichever occurs first. 

(u) New Post Overhaul Inspections 

For airplanes on which any overhaul 

required by paragraph (t) of this AD is done: 

Do the inspections specified in paragraph (p) 

of this AD within 10,000 flight cycles on the 

flap track or 48 months after the most recent 

overhaul, whichever occurs first. Repeat the 

inspections specified in paragraph (p) of this 

AD thereafter at intervals not to exceed 

10,000 flight cycles on the flap track or 48 

months, whichever occurs first; except if an 

overhaul required by paragraph (t) of this AD 

is done, do the next inspection within 10,000 

flight cycles or 48 months, whichever occurs 

first, after the overhaul. 

(v) Service Information Exception 

Where Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (y) of this AD. 

(w) New Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install a flap track assembly, P/ 

N 65–46428–31 or 65–46428–33, on any 

airplane. 

(x) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraphs (p) through (t) 

of this AD, if those actions were performed 

before the effective date of this AD, using the 

service bulletins specified in paragraph 

(x)(1), (x)(2), or (x)(3) of this AD. 

(1) Boeing Alert Service Bulletin 737– 

57A1271, dated September 11, 2003, which 

is not incorporated by reference. 

(2) Boeing Service Bulletin 737–57A1217, 

Revision 1, dated July 30, 2008, which is not 

incorporated by reference. 

(3) Boeing Service Bulletin 737–51A1217, 

Revision 2, dated January 17, 2011, which is 

not incorporated by reference. 

(y) 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. 

(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 


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61548 Federal Register / Vol. 77, No. 196 / Wednesday, October 10, 2012 / Proposed Rules 

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 ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002); are approved as AMOCs for the 

corresponding requirements of this AD. 

(z) Related Information 

(1) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6440; fax: 425–917–6590; 

email: nancy.marsh@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, WA 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, 

WA. For information on the availability of 

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

Issued in Renton, Washington, on 

September 27, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–24809 Filed 10–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1041; Directorate 

Identifier 2011–NM–272–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 adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 727 

airplanes; Model 737–100, –200, and 

–200C series airplanes; and Model 747– 

100, –100B, –100B SUD, –200B, –200C, 

–200F, –300, –400, –400D, –400F, 

747SR, and 747SP series airplanes. This 

proposed AD was prompted by a report 

of an activation of the control column 

shaker during takeoff. This proposed AD 

would require performing a general 

visual inspection to determine if a 

certain angle of attack (AOA) sensor 

with a paddle type vane is installed, 

and, for affected sensors, performing an 

operational test of the stall warning 

system, and replacing the AOA sensor 

with a new sensor if necessary. We are 

proposing this AD to prevent erroneous 

activation of the control column shaker 

during takeoff, which could result in 

runway overrun, failure to clear terrain 

or obstacles after takeoff, or reduced 

controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by November 26, 

2012. 

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. 

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: Ray 

Mei, Aerospace Engineer, Systems and 

Equipment Branch, ANM–130S, Seattle 

Aircraft Certification Office, FAA, 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6467; fax: 425– 

917–6590; email: raymont.mei@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2012–1041; Directorate Identifier 2011– 

NM–272–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 

We have received a report of an 

erroneous activation of the control 

column shaker during takeoff of a Model 

747–400 airplane. The control column 

shaker activation continued while the 

airplane was in flight, and engineindicating and crew-alerting system 

(EICAS) messages ALT DISAGREE and 

IAS DISAGREE displayed. The 

flightcrew used the alternate air data 

computer (left ADC) and the altitude 

and airspeed indications cancelled. 

After landing, the right ADC was 

replaced. On the subsequent flight the 

control column shaker operated again at 

takeoff and the flightcrew had to do a 

rejected takeoff (RTO). Troubleshooting 

steps found that the right AOA sensor 

was unserviceable. Inspection of the 

AOA sensors showed that the set screw 

connected to the synchro transmitter 

was not correctly attached to the AOA 

sensor shaft. Certain Model 727 and 737 

airplanes also use Conrac/Ametek/ 

Gulton AOA sensors that are equivalent 

in design and construction to the 

defective AOA sensor on the Model 

747–400 airplane. This condition, if not 

corrected, could result in runway 

overrun, failure to clear terrain or 

obstacles after takeoff, or reduced 

controllability of the airplane. 

Relevant Service Information 

We reviewed the following service 

information: 

• Boeing Special Attention Service 

Bulletin 727–34–0245, dated June 4, 

2008 (for Model airplanes); 


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