Federal Register / Vol. 78, No. 1 / Wednesday, January 2, 2013 / Rules and Regulations 9 

(2) Model A340–313 airplanes, MSN 0955. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 52: Doors. 

(e) Reason 

This AD was prompted by reports that a 

specific batch of cargo doors might have 

deviations in quality related to door 

structure, such as irregular bore holes, 

improper application of sealant and paint, or 

uncleanliness. We are issuing this AD to 

prevent the degraded structural capability of 

the cargo door, a primary structure, from 

leading to failure of the door, which could 

detach from the airplane or have a breach 

through the door, resulting in potential rapid 

decompression. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Inspection 

At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD: 

Inspect to identify the part number and serial 

number of the airplane’s forward and aft 

cargo doors, as applicable to MSN, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–52–3083, dated May 31, 2011 

(for Model A330 airplanes); or Airbus 

Mandatory Service Bulletin A340–52–4093, 

dated May 31, 2011 (for Model A340 

airplanes). A review of airplane maintenance 

records is acceptable in lieu of this 

inspection if the part number and serial 

number of the door can be conclusively 

determined from that review. 

(1) Prior to the accumulation of 7,400 total 

flight cycles, or 72 months after the airplane’s 

first flight, whichever occurs first. 

(2) Within 60 days after the effective date 

of this AD. 

(h) Replacement 

If, during the inspection required by 

paragraph (g) of this AD, the part number and 

serial number of the airplane’s forward and/ 

or aft cargo doors, as applicable to airplane 

MSN, are identified in Airbus Mandatory 

Service Bulletin A330–52–3083, dated May 

31, 2011 (for Model A330 airplanes); or 

Airbus Mandatory Service Bulletin A340–52– 

4093, dated May 31, 2011 (for Model A340 

airplanes): Before further flight, replace the 

affected door with a new or serviceable door, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–52–3083, dated May 31, 2011 

(for Model A330 airplanes); or Airbus 

Mandatory Service Bulletin A340–52–4093 

(for Model A340 airplanes), dated May 31, 

2011. 

(i) Repair 

If, during the inspection required by 

paragraph (g) of this AD, there is any 

discrepancy between the installed forward 

and/or aft cargo doors part/serial number and 

the airplane MSN, as that part/serial number 

and MSN are identified in Airbus Mandatory 

Service Bulletin A330–52–3083, dated May 

31, 2011 (for Model A330 airplanes); or 

Airbus Mandatory Service Bulletin A340–52– 

4093, dated May 31, 2011 (for Model A340 

airplanes): Within 10 days after 

accomplishing the inspection, contact the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent), for further instructions 

and time limits, and accomplish those 

instructions within the specified time limits. 

(j) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install on any airplane a forward 

or aft cargo door that was removed from any 

airplane as required by paragraph (h) of this 

AD. 

(k) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 227–1138; 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. 

(l) Related Information 

Refer to MCAI EASA Airworthiness 

Directive 2011–0177, dated September 15, 

2011 (corrected September 28, 2011), and the 

service information identified in paragraphs 

(l)(1) and (l)(2) of this AD, for related 

information. 

(1) Airbus Mandatory Service Bulletin 

A330–52–3083, dated May 31, 2011. 

(2) Airbus Mandatory Service Bulletin 

A340–52–4093, dated May 31, 2011. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Airbus Mandatory Service Bulletin 

A330–52–3083, dated May 31, 2011. 

(ii) Airbus Mandatory Service Bulletin 

A340–52–4093, dated May 31, 2011. 

(3) For service information identified in 

this AD, contact Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; email 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 

(4) You may review copies of the 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

December 14, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–31026 Filed 12–31–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1419; Directorate 

Identifier 2010–NM–281–AD; Amendment 

39–17297; AD 2012–26–02] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

certain The Boeing Company Model 

737–300, –400, and –500 series 

airplanes. That AD currently requires 

repetitive inspections for cracking of the 

crown area of the fuselage skin, and 

corrective actions if necessary. This new 

AD adds repetitive inspections for 

cracking using different inspection 

methods and inspecting additional 

areas, and corrective actions if 

necessary. This new AD also requires 

additional repairs to previously repaired 

areas and repetitive inspections for 

loose fasteners and replacement if 

necessary in certain previously repaired 

areas. This AD also reduces certain 

compliance times and extends certain 

other compliance times. This AD was 

prompted by additional reports of 


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cracking at the horizontal chem-mill 

steps away from the lap joints over the 

entire crown area, and vertical chemmill cracks adjacent to the butt joints. 

We are issuing this AD to detect and 

correct fatigue cracking of the fuselage 

skin, which could cause the fuselage 

skin to fracture and fail, and result in 

rapid decompression of the airplane. 

DATES: This AD is effective February 6, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 6, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of August 1, 2005 (70 FR 

36821, June 27, 2005). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6447; fax: (425) 917–6590; email: 

wayne.lockett@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, 

June 27, 2005). That AD applies to the 

specified products. The NPRM 

published in the Federal Register on 

January 19, 2012 (77 FR 2669). That 

NPRM proposed to continue to require 

repetitive inspections for cracking of the 

crown area of the fuselage skin, and 

corrective actions if necessary. That 

NPRM also proposed to add repetitive 

inspections for cracking using different 

inspection methods and would inspect 

additional areas, and corrective actions 

if necessary. That NPRM also proposed 

to require additional repairs to 

previously repaired areas and repetitive 

inspections for loose fasteners and 

replacement if necessary in certain 

previously repaired areas. That NPRM 

also proposed to reduce certain 

compliance times and extend certain 

other compliance times. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 2669, 

January 19, 2012) and the FAA’s 

response to each comment. 

Concurrence With NPRM (77 FR 2669, 

January 19, 2012) 

The National Transportation Safety 

Board stated that it fully supports the 

NPRM (77 FR 2669, January 19, 2012). 

Request To Correct References to 

Repair Instructions 

Boeing asked that we revise the 

NPRM (77 FR 2669, January 19, 2012) to 

correct references to certain repair 

instructions. Boeing stated that 

paragraph (n)(2)(iii) of the NPRM 

specifies converting the time-limited 

repair into a permanent repair by doing 

the permanent repair specified in 

paragraph (n)(1) of the NPRM. Boeing 

noted that paragraph (n)(1) of the NPRM 

specifies installing a permanent repair 

in accordance with ‘‘Part 2’’ of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010; 

however, Part 2 does not give 

instructions for changing the timelimited repair to a permanent repair. 

Boeing stated that paragraph (t)(2) of the 

NPRM also incorrectly refers to 

converting the time-limited repair into a 

permanent repair by doing the 

permanent repair specified in paragraph 

(n)(1) of the NPRM. 

Boeing stated that the correct 

instructions for converting the timelimited repair to a permanent repair are 

specified in Part 4 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

and added that paragraphs (n)(2)(iii) and 

(t)(2) of the NPRM (77 FR 2669, January 

19, 2012) should specify doing the 

permanent repair in accordance with 

Part 4 of the Accomplishment 

Instructions of that service information. 

We agree that the reference to 

paragraph (n)(1) of this AD for doing the 

permanent repair identified in 

paragraphs (n)(2)(iii) and (t)(2) of this 

AD is incorrect. We have changed 

paragraph (n)(2)(iii) of this AD to 

specify doing the permanent repair in 

accordance with Part 4 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. In 

addition, we have changed paragraph 

(t)(2) of this AD to refer to paragraph 

(t)(3) of this AD for the permanent 

repair. Paragraph (t)(3) of this AD 

specifies doing the permanent repair in 

accordance with paragraph 3.B.4. (i.e., 

Part 4) of the service information. 

Request To Remove Certain 

Terminating Action 

Boeing asked that we delete the last 

sentence in paragraph (t)(1) of the 

NPRM (77 FR 2669, January 19, 2012), 

which specified that installation of 

internal tear strap doublers would 

terminate the inspections required by 

paragraph (m) of the NPRM. Boeing 

stated that this sentence is not necessary 

because there are no inspection 

requirements in paragraph (m) of the 

NPRM for the areas covered by 

permanent repairs installed without tear 

strap doublers. 

We agree with the commenter for the 

reason provided. We have deleted the 

referenced sentence in paragraph (t)(1) 

of this AD. 

Request To Add Certain Terminating 

Action Language 

Southwest Airlines (SWA) asked that 

we add language to paragraphs (n) and 

(s) of the NPRM (77 FR 2669, January 

19, 2012), specifying that repairs 

installed in accordance with paragraphs 

(n) and (s) of the NPRM terminate the 

inspections required by paragraphs (m), 

(o), (p), and (q) of the NPRM. 

We partially agree with the 

commenter’s request. The repetitive 

inspections may be terminated after a 

time-limited or permanent repair has 

been installed, for the repaired area 

only. We note that paragraph (n) of this 

AD specifies that doing a permanent 

repair terminates the inspections 

specified in paragraph (m) of this AD for 

the repaired area only. We also note that 

paragraph (n) of this AD does not 

terminate paragraphs (o), (p), and (q) of 

this AD. Accomplishing paragraph (s) of 

this AD terminates the inspections 


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required by paragraphs (o), (p), and (q) 

of this AD. We have changed paragraph 

(s) of this AD accordingly. 

Request To Include Additional Service 

Information 

SWA asked that we include the 

internal inspection procedure specified 

in Boeing 737 Nondestructive Test 

(NDT) Manual, Part 6, Chapter 53–30– 

20, as an acceptable method for 

accomplishing the inspections in areas 

covered by non-terminating repairs as 

required by paragraphs (m), (o), (p), and 

(q) of the NPRM (77 FR 2669, January 

19, 2012). SWA stated that the 

inspection procedure in the NDT 

manual has been previously approved 

as an alternative inspection method for 

paragraph (s) of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, 

June 27, 2005), in areas covered by an 

existing repair that do not meet the 

terminating repair specified in the 

compliance tables in Boeing Alert 

Service Bulletin 737–53A1234, Revision 

2, dated November 24, 2010. 

We disagree with the commenter’s 

request. Operators may submit a request 

for approval of an alternative method of 

compliance (AMOC) to use the 

inspection procedure specified in the 

NDT manual for accomplishing the 

inspections in areas covered by nonterminating repairs, as specified in 

paragraph (x) of this AD. We have not 

changed this AD in this regard. 

Request To Change Compliance Time 

SWA asked that we change the 

compliance time for the inspections 

proposed by paragraphs (g), (m), (o), (p), 

and (q) of the NPRM (77 FR 2669, 

January 19, 2012) from ‘‘total flight 

cycles’’ to ‘‘flight cycles since panel 

replacement’’ for airplanes on which 

fuselage crown skin panels that were 

replaced in accordance with Boeing 

Service Bulletin 737–53–1306, dated 

September 22, 2010; Revision 1, dated 

March 17, 2011; or Revision 2, dated 

October 25, 2011. SWA stated that this 

modification replaces crown skin panels 

with new skin panels, and the new skin 

panels should have a threshold ‘‘from 

panel replacement,’’ and not ‘‘total 

airplane cycles.’’ SWA added that 

accomplishing Boeing Service Bulletin 

737–53–1306, original issue, Revision 1, 

or Revision 2 has been approved 

previously as an AMOC to certain 

requirements in multiple ADs; 

including AD 2005–13–27, Amendment 

39–14164 (70 FR 36821, June 27, 2005), 

which is being superseded by the 

NPRM. SWA stated that the AMOC 

provides approval for changes in 

compliance time from total flight cycles 

to cycles since panel replacement. 

We do not agree with the commenter’s 

request to change paragraphs (g), (m), 

(o), (p), and (q) of this AD. The existing 

AMOC discussed by the commenter is 

approved for the restated requirements 

of this AD, including paragraph (g) of 

this AD. Due to the extent of the 

replacement specified in Boeing Service 

Bulletin 737–53–1306, dated September 

22, 2010; Revision 1, dated March 17, 

2011; or Revision 2, dated October 25, 

2011, and the number of ADs that affect 

that replacement, we have determined 

that clarification of the AMOCs for all 

these ADs should be provided in a 

separate AMOC letter. This will ensure 

that multiple parties (e.g., Flight 

Standards, Maintenance Repair and 

Overhaul facilities (MROs), and 

operators) have access to the approval 

information for the replacement in one 

document. We have made no change to 

this AD in this regard. 

Request for Alternate Option for 

Inspections 

SWA asked that we revise the NPRM 

(77 FR 2669, January 19, 2012) to allow 

the inspections in paragraph (w) of the 

NPRM as an alternate option for the 

permanent repairs required by 

paragraph (t) of the NPRM for airplanes 

on which internal tear strap doublers 

were not installed. SWA stated that 

permanent repairs installed in 

accordance with Boeing Special 

Attention Service Bulletin 737–53– 

1234, dated June 13, 2001; or Revision 

1, dated March 31, 2005; have been 

evaluated and determined to meet the 

damage tolerance requirements of part 

26 of the Federal Aviation Regulations 

(14 CFR Part 26), as indicated in Figure 

41 of Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010. SWA added that 

accomplishing the post-repair 

inspections in accordance with Figure 

41, at the time specified in Table 7 of 

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

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

should be considered an alternate 

option to the requirements in paragraph 

(t) of the NPRM. 

We do not agree with the commenter’s 

request. The 60,000-flight-cycle 

threshold for the post-repair inspection 

addresses the critical outer fastener row 

installed with the repair doubler, and 

does not address the area of the tear 

strap doubler installed in accordance 

with paragraph (t)(1) of this AD. We 

have made no change to this AD in this 

regard. 

Request To Provide Clarification 

SWA asked that we provide 

clarification whether the notes in 

paragraph 3.B. of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, are 

applicable to paragraphs (m), (o), (p), 

and (q) of the NPRM (77 FR 2669, 

January 19, 2012). 

We agree to provide clarification. The 

notes specified in paragraph 3.A., 

‘‘General Information,’’ and paragraph 

3.B., ‘‘Work Instructions,’’ of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

apply to all the sub-paragraphs of the 

Accomplishment Instructions, including 

the actions that correspond to the 

requirements of paragraphs (m), (o), (p), 

and (q) of this AD. We have made no 

change to this AD in this regard. 

Explanation of Change to This AD 

We have revised the heading for and 

the wording in paragraph (l) of this AD; 

this change has not changed the intent 

of that paragraph. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 2669, 

January 19, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 2669, 

January 19, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 109 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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ESTIMATED COSTS

Action Labor cost Cost per product Cost on U.S. 

operators 

Inspection (retained actions from AD 2005–13–27, Amendment 39-14164 (70 FR 36821, June 27, 2005)).94 work-hours × $85 per 

hour = $7,990.

$7,990 per inspection cycle .. $870,910 

New NDI (non-destructive inspection) Inspections (medium 

frequency eddy current, magneto optical imaging, Cscan, or ultrasonic phased array).

Up to 390 work-hours × $85 

per hour = $33,150.

Up to $33,150 per inspection 

cycle.

Up to $3,613,350. 

Install internal tear strap doublers (for airplanes on which 

permanent repair was already done).

Up to 30 work-hours × $85 

per hour = $2,550.

Up to $2,550 ......................... Up to $277,950. 

Inspection for loose fasteners (for airplanes on which temporary repair was already done)1.1 work-hour × $85 per hour = 

$85.

$85 ........................................ $9,265. 

Install permanent repair (for airplanes on which temporary 

repair was already done)1.

Up to 48 work-hours × $85 

per hour = $4,080.

Up to $4,080 ......................... Up to $444,720. 

Inspection adjacent to lap joint repair1 ................................. 3 work-hours × $85 per hour 

= $255.

$255 ...................................... $27,795. 

1The cost for this action is for one typical repair only. 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair 1 ...................... 209 work-hours × $85 per hour = $17,765 .................................................................. None ................... $17,765. 

1 Repair cost estimate is for one typical repair only. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2005–13–27, Amendment 39–14164 (70 

FR 36821, June 27, 2005), and adding 

the following new AD: 

2012–26–02 The Boeing Company: 

Amendment 39–17297; Docket No. 

FAA–2011–1419; Directorate Identifier 

2010–NM–281–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 6, 2013. 

(b) Affected ADs 

This AD supersedes AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–300, ¥400, and ¥500 series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking at the horizontal chem-mill steps 

away from the lap joints over the entire 

crown area, and vertical chem-mill cracks 

adjacent to the butt joints. We are issuing this 

AD to detect and correct fatigue cracking of 

the fuselage skin, which could cause the 

fuselage skin to fracture and fail, and result 

in rapid decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 


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(g) Retained Initial Inspections 

This paragraph restates the requirements of 

paragraph (g) of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). At the later of the times specified 

in paragraphs (g)(1) and (g)(2) of this AD, 

perform detailed and eddy current 

inspections for cracking of the crown area of 

the fuselage skin in accordance with Part 1, 

including the ‘‘Note,’’ of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005, except as provided by 

paragraph (j) of this AD. Doing the 

inspections required by paragraph (m) of this 

AD terminates the inspections required by 

this paragraph for the corresponding 

inspection areas. 

(1) Before the accumulation of the 

applicable total flight cycles specified in the 

‘‘Threshold’’ column of Table 1 of Figure 1 

of Boeing Special Attention Service Bulletin 

737–53–1234, Revision 1, dated March 31, 

2005. 

(2) Within 4,500 flight cycles after August 

1, 2005 (the effective date of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). 

(h) Retained Repetitive Inspections 

This paragraph restates the requirements of 

paragraph (h) of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). Repeat either the detailed or eddy 

current inspections specified in paragraph (g) 

of this AD at the applicable intervals 

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

AD until paragraph (i)(1) or (i)(2) of this AD 

has been done, as applicable. Doing the 

inspection required by paragraph (m) of this 

AD terminates the inspections required by 

this paragraph for the corresponding 

inspection area. 

(1) Repeat the detailed inspections 

thereafter at intervals not to exceed 1,200 

flight cycles. 

(2) Repeat the eddy current inspections 

thereafter at intervals not to exceed 3,000 

flight cycles. 

(i) Retained Permanent or Time-Limited 

Repair for Cracking Found During 

Inspections 

This paragraph restates the requirements of 

paragraph (i) of AD 2005–13–27, Amendment 

39–14164 (70 FR 36821, June 27, 2005). If 

any cracking is found during any inspection 

required by paragraph (g) or (h) of this AD, 

do the actions specified in paragraph (i)(1) or 

(i)(2) of this AD, in accordance with Boeing 

Special Attention Service Bulletin 737–53– 

1234, Revision 1, dated March 31, 2005, 

except as provided by paragraphs (j) and (k) 

of this AD. 

(1) Before further flight, do a permanent 

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 2 of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005. Doing a permanent 

repair ends the repetitive inspections 

required by paragraph (h) of this AD for the 

repaired area only. 

(2) Do the actions specified in paragraphs 

(i)(2)(i) and (i)(2)(ii) of this AD at the time 

specified in the applicable paragraph. Doing 

a time-limited repair ends the repetitive 

inspections required by paragraph (h) of this 

AD for the repaired area only. 

(i) Before further flight, do a time-limited 

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 3 of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005. 

(ii) At the times specified in Figure 8 of 

Boeing Special Attention Service Bulletin 

737–53–1234, Revision 1, dated March 31, 

2005, do the related investigative and 

corrective actions in accordance with Part 3 

of the Work Instructions of Boeing Special 

Attention Service Bulletin 737–53–1234, 

Revision 1, dated March 31, 2005. 

(j) Retained Provision for Repair per FAA 

This paragraph restates the requirements of 

paragraph (j) of AD 2005–13–27, Amendment 

39–14164 (70 FR 36821, June 27, 2005). 

Where Boeing Special Attention Service 

Bulletin 737–53–1234, Revision 1, dated 

March 31, 2005, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair according to a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA; or according to data meeting the 

certification basis of the airplane approved 

by an Authorized Representative for the 

Boeing Delegation Option Authorization 

Organization who has been authorized by the 

Manager, Seattle ACO, to make those 

findings; or using a method approved in 

accordance with the procedures specified in 

paragraph (x) of this AD. For a repair method 

to be approved, the approval must 

specifically reference this AD. 

(k) Retained Provision, Reporting Not 

Required 

This paragraph restates the provisions of 

paragraph (k) of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). Although Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005, specifies reporting 

certain information to Boeing, this AD does 

not require that action. 

(l) Retained Credit for Previous Actions 

This paragraph restates the requirements of 

paragraph (l) of AD 2005–13–27, Amendment 

39–14164 (70 FR 36821, June 27, 2005). 

Actions done before August 1, 2005, in 

accordance with Boeing Special Attention 

Service Bulletin 737–53–1234, dated June 13, 

2002 (which is not incorporated by reference 

in this AD), are acceptable for compliance 

with the corresponding actions required by 

paragraphs (g), (h), and (i) of this AD. 

(m) New Fuselage Skin Inspections at ChemMill Steps Common to Lap Joints 

Except as provided by paragraph (v)(1) of 

this AD, at the applicable time specified in 

Tables 1 and 2 of paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010: Do a non-destructive 

inspection (NDI) (medium frequency eddy 

current, magneto optical imaging, C-scan, or 

ultrasonic phased array) for horizontal chemmill cracking above the S–4 and S–10 lap 

joints, in accordance with paragraph 3.B.1.a. 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, except 

as provided by paragraph (r) of this AD. 

Repeat the applicable inspections thereafter 

at intervals not to exceed those specified in 

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

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. 

Accomplishment of the inspections required 

by this paragraph terminates the 

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

AD for the corresponding inspection areas. 

Note 1 to paragraph (m) of this AD: Option 

1 of Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 24, 

2010, specifies doing one of the following 

NDI: Medium frequency eddy current 

inspection, magneto optical imaging 

inspection, or C-scan inspection. Option 2 

specifies doing one NDI—an external 

ultrasonic phased array inspection. These 

options have different compliance times after 

the initial inspection. 

(n) New Permanent or Time-Limited Repair 

for Cracking Found During Inspections 

Required by Paragraph (m) of This AD 

If any cracking is found during any 

inspection required by paragraph (m) of this 

AD, do the actions specified in paragraph 

(n)(1) or (n)(2) of this AD. 

(1) Before further flight, do a permanent 

repair, including related investigative actions 

and applicable corrective actions, in 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

by paragraph (v)(2) of this AD. Doing a 

permanent repair ends the repetitive 

inspections required by paragraph (m) of this 

AD for the repaired area only. 

(2) Do the actions specified in paragraphs 

(n)(2)(i), (n)(2)(ii), and (n)(2)(iii) of this AD at 

the time specified in the applicable 

paragraph. Doing a time-limited repair ends 

the repetitive inspections required by 

paragraph (m) of this AD for the repaired area 

only. 

(i) Before further flight, do a time-limited 

repair, including related investigative actions 

and applicable corrective actions, in 

accordance with Part 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

by paragraph (v)(2) of this AD. 

(ii) Within 3,000 flight cycles after the 

time-limited repair was installed as specified 

in paragraph (n)(2)(i) of this AD, or within 

500 flight cycles after the effective date of 

this AD, whichever occurs later, do a detailed 

inspection for loose fasteners, in accordance 

with Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. Repeat the inspection thereafter at 

intervals not to exceed 3,000 flight cycles 

until the permanent repair required by 

paragraph (n)(2)(iii) of this AD is done. If any 

loose fasteners are found, before further 

flight, replace the fasteners with new 

fasteners of the same type and size, as 

specified in Figures 6, 35, and 36 of Boeing 


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14 Federal Register / Vol. 78, No. 1 / Wednesday, January 2, 2013 / Rules and Regulations 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. 

(iii) Within 6,000 flight cycles after the 

time-limited repair was installed, as specified 

in paragraph (n)(2)(i) of this AD, do the 

permanent repair, in accordance with Part 4 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, except 

as provided by paragraph (v)(2) of this AD. 

(o) New Fuselage Skin Inspections at ChemMill Steps Common to Shear Wrinkle Areas 

Except as provided by paragraph (v)(1) of 

this AD, at the applicable time specified in 

Table 3 of paragraph 1.E, ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010: Do an 

NDI (medium frequency eddy current, 

magneto optical imaging, C-scan, or 

ultrasonic phased array) for horizontal chemmill cracking in the shear wrinkle areas, in 

accordance with paragraph 3.B.1.b of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

applicable inspections thereafter at intervals 

not to exceed those specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010. 

(p) New Fuselage Skin Inspections at 

Specified Vertical Chem-Mill Step Locations 

Except as provided by paragraph (v)(1) of 

this AD, at the applicable time specified in 

Table 4 of paragraph 1.E, ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010: Do an 

NDI (medium frequency eddy current, 

magneto optical imaging, C-scan, or 

ultrasonic phased array) for vertical chemmill cracking at locations specified in, and in 

accordance with paragraph 3.B.1.c. of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

applicable inspections thereafter at intervals 

not to exceed those specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010. 

(q) New Fuselage Skin Inspections at ChemMill Steps in General Pocket-to-Pocket Areas 

Except as provided by paragraph (v)(1) of 

this AD, at the applicable time specified in 

Tables 5 and 6 of paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010: Do an NDI (medium 

frequency eddy current, magneto optical 

imaging, C-scan, or ultrasonic phased array) 

for horizontal chem-mill cracking in general 

pocket-to-pocket areas at specified locations 

in and in accordance with paragraphs 

3.B.1.d., 3.B.1.e., and 3.B.1.f., as applicable, 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. Repeat 

the applicable inspections thereafter at 

intervals not to exceed those specified in 

Tables 5 and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010. 

(r) New Inspection Exception 

For inspections required by paragraph (m) 

of this AD: It is not necessary to inspect the 

chem-mill steps under an existing repair 

installed using Boeing Special Attention 

Service Bulletin 737–53–1234, dated June 13, 

2002 (which is not incorporated by reference 

in this AD); or Revision 1, dated March 31, 

2005. 

(s) New Repair of Cracking Found During 

Inspections Required by Paragraphs (o) 

Through (q) of This AD 

If any crack is found during any inspection 

required by paragraph (o), (p), or (q) of this 

AD, before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. Doing this repair ends the repetitive 

inspections required by paragraphs (o), (p), 

and (q) of this AD for the repaired area only. 

(t) New Actions for Airplanes on Which 

Repairs Have Been Done Using Previous 

Service Information 

(1) For airplanes on which permanent 

repairs have been done as specified in Boeing 

Special Attention Service Bulletin 737–53– 

1234, dated June 13, 2002 (which is not 

incorporated by reference in this AD); or 

Revision 1, dated March 31, 2005; except 

airplanes on which internal tear strap 

doublers were previously installed using a 

repair plan approved using the procedures 

specified in paragraph (x) of this AD: Within 

6,000 flight cycles after the effective date of 

this AD, install internal tear strap doublers, 

in accordance with paragraph 3.B.3. of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

by paragraph (v)(2) of this AD. 

(2) For airplanes on which time-limited 

repairs have been installed as specified in 

Boeing Special Attention Service Bulletin 

737–53–1234, dated June 13, 2002 (which is 

not incorporated by reference in this AD); or 

Revision 1, dated March 31, 2005; except 

airplanes on which the permanent repair has 

been installed before the effective date of this 

AD as specified in Boeing Special Attention 

Service Bulletin 737–53–1234, dated June 13, 

2002 (which is not incorporated by reference 

in this AD); or Revision 1, dated March 31, 

2005: Within 3,000 flight cycles after the time 

limited repair is installed, or within 500 

flight cycles after the effective date of the AD, 

whichever occurs later, do a detailed 

inspection for loose fasteners, in accordance 

with paragraph 3.B.4. of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. Repeat the inspection thereafter at 

intervals not to exceed 3,000 flight cycles 

until the permanent repair is installed in 

accordance with paragraph (t)(3) of this AD. 

If any loose fasteners are found, before 

further flight, replace the fasteners with new 

fasteners of the same type and size, as 

specified in Figures 6, 35, and 36, as 

applicable, of Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. 

(3) For airplanes on which time-limited 

repairs have been installed as specified in 

Boeing Special Attention Service Bulletin 

737–53–1234, dated June 13, 2002 (which is 

not incorporated by reference in this AD); or 

Revision 1, dated March 31, 2005; except 

airplanes on which the permanent repair has 

been installed before the effective date of this 

AD as specified in Boeing Special Attention 

Service Bulletin 737–53–1234, dated June 13, 

2002, or Revision 1, dated March 31, 2005; 

before the effective date of this AD: Within 

6,000 flight cycles after the time-limited 

repair is installed, or within 1,000 flight 

cycles after the effective date of this AD, 

whichever occurs later, make the repair 

permanent by replacing the blind fasteners in 

the time-limited repair with solid rivets, and 

install internal tear strap doublers, in 

accordance with paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

by paragraph (v)(2) of this AD. 

(u) New Action Not in Accomplishment 

Instructions of Service Information 

If any crack is found after the time-limited 

or permanent repair is installed, and Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. 

(v) Exceptions to Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, Dated 

November 24, 2010 

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

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

specifies a compliance time relative to the 

‘‘release of Revision 2 of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (x) of this AD. 

(3) Although Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010, specifies reporting certain 

information to Boeing, this AD does not 

require that action. 

(w) Post-Repair Inspections Not Required 

The post-repair inspection specified in 

Table 7 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, is not 

required by this AD. 

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

damage tolerance inspections specified in 

Table 7 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, may be 

used in support of compliance with section 

121.1109(c)(2) or 129.109(c)(2) of the Federal 

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

or 14 CFR 129.109(c)(2)). The corresponding 

actions specified in the Accomplishment 

Instructions and Figures 40 and 41 of Boeing 

Alert Service Bulletin 737–53A1234, 


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Revision 2, dated November 24, 2010, are not 

required in this AD. 

(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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005), are approved as AMOCs for the 

corresponding requirements in this AD. 

(y) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: (425) 917–6447; fax: (425) 917– 

6590; email: wayne.lockett@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. 

(z) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved on February 6, 2013. 

(i) Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 24, 

2010. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on August 1, 2005 (70 FR 

36821, June 27, 2005). 

(i) Boeing Special Attention Service 

Bulletin 737–53–1234, Revision 1, dated 

March 31, 2005. 

(ii) Reserved. 

(5) 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. 

(6) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

December 12, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–30924 Filed 12–31–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0999; Directorate 

Identifier 2012–NM–049–AD; Amendment 

39–17300; AD 2012–26–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A330–200 Freighter series 

airplanes, Model A330–200 series 

airplanes, Model A330–300 series 

airplanes, Model A340–200 series 

airplanes, and Model A340–300 series 

airplanes. This AD was prompted by a 

report of an in-flight turn back after the 

nose landing gear (NLG) did not retract 

after take-off. This AD requires 

repetitive overhaul of the NLG 

retraction actuator. We are issuing this 

AD to prevent failure of the retraction 

actuator, which could cause collapse of 

the NLG after touchdown and possible 

injury to flightcrew and passengers. 

DATES: This AD becomes effective 

February 6, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 6, 2013. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1138; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on September 24, 2012 (77 FR 

58789). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The Mandatory Continuing 

Airworthiness Information (MCAI) 

states: 

An A330 aeroplane experienced an inflight turn back due to inability to retract the 

NLG [nose landing gear] after take-off. 

The subsequent technical investigations 

revealed that the NLG retraction actuator eyeend fitting was detached from the retraction 

actuation rod, that both the eye-end male 

threads and piston rod female threads were 

almost completely stripped, and that there 

was evidence of significant corrosion on 

these parts. Further investigations have 

shown that corrosion caused the retraction 

actuator eye failure. 

This condition, if not corrected, could lead 

to NLG collapse after touchdown, potentially 

resulting in damage to the aeroplane and 

injury to its occupants. 

For the reasons described above, this 

[European Aviation Safety Agency (EASA)] 

AD requires accomplishment of an overhaul 

of the NLG retraction actuator. This [EASA] 

AD also defines the Time Between Overhaul 

(TBO) for the NLG retraction actuator to be 

10 years. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (77 

FR 58789, September 24, 2012) or on the 

determination of the cost to the public. 


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