72858 Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 

12,000 total flight cycles or within 1,000 

flight cycles after the effective date of this 

AD, whichever occurs later, replace the 

actuator with a new actuator having P/N 

190–70980–405, and modify the attachment 

points, in accordance with ‘‘Part I’’ and ‘‘Part 

II,’’ as applicable, of the Accomplishment 

Instructions of EMBRAER Service Bulletin 

190–32–0037, dated October 6, 2010. 

(j) For all actuators: Within 20,000 flight 

cycles or within 96 months after the effective 

date of this AD, whichever occurs first, do 

the replacement and modification, as 

applicable, in accordance with ‘‘Part III’’ of 

EMBRAER Service Bulletin 190–32–0037, 

dated October 6, 2010. Doing the actions in 

this paragraph is a terminating action for the 

requirements specified in paragraphs (g), (h), 

and (i) of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

Brazilian Airworthiness Directive 2011–02– 

01, dated February 12, 2011, requires 

replacing the MLG retraction actuator, and as 

applicable, the anti-rotation pin and 

attachment bolt within the next 500 flight 

cycles if any discrepancy is found. However, 

if any discrepancy is found, this AD requires 

replacing the MLG retraction actuator, and as 

applicable, the anti-rotation pin and 

attachment bolt, before further flight. 

Other FAA AD Provisions 

(k) 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: 

Cindy Ashforth, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 227–2768; 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. 

Related Information 

(l) Refer to MCAI Brazilian Airworthiness 

Directive 2011–02–01, dated February 12, 

2011; EMBRAER Service Bulletin 190–32– 

0036, dated October 4, 2010; and EMBRAER 

Service Bulletin 190–32–0037, dated October 

6, 2010; for related information. 

Issued in Renton, Washington, on 

November 10, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–30571 Filed 11–25–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1255; Directorate 

Identifier 2010–NM–182–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 Series 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 Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes. The first existing AD 

currently requires, for certain airplanes, 

repetitive inspections of the Station 

(STA) 348.2 frame to detect cracking 

under the stop fittings and intercostal 

flanges at stringers S–14L, S–15L, and 

S–16L, and corrective action if 

necessary. The second existing AD 

currently requires repetitive inspections 

to detect cracking of the intercostal 

webs, attachment clips, and stringer 

splice channels, and corrective action if 

necessary. Since we issued those ADs, 

we have received reports of cracking of 

the STA 348.2 frame above the two 

outboard fasteners attaching the frame 

inner chord and door stop fittings, and 

in the outboard chord at stringer S–16L. 

We have also received reports of 

missing fasteners in the STA 348.2 

frame inner chord. This proposed AD 

would require additional airplanes to do 

the inspection for cracking under the 

stop fittings; extend the repetitive 

interval for certain airplanes; add a onetime inspection to detect missing 

fasteners; and update or add certain 

inspection and repair instructions. This 

proposed AD would also require, for 

certain airplanes, repetitive inspections 

of the cargo barrier net fitting for 

cracking and repair if necessary. This 

proposed AD would also add, for certain 

airplanes, repetitive inspections for 

cracking of the S–15L aft intercostal, 

and repair if necessary. We are 

proposing this AD to detect and correct 

fatigue cracking of the intercostals on 

the forward and aft sides of the forward 

entry door cutout, which could result in 

loss of the forward entry door and rapid 

decompression of the airplane. 

DATES: We must receive comments on 

this proposed AD by January 12, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: 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 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; email 

me.boecom@boeing.com; 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: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6450; fax: (425) 917–6590; email: 

Alan.Pohl@faa.gov. 

SUPPLEMENTARY INFORMATION: 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 72859 

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–2011–1255; Directorate Identifier 

2010–NM–182–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 April 20, 2004, we issued AD 

2004–09–09, Amendment 39–13598 (69 

FR 23646, April 30, 2004), for all Boeing 

Model 737–200C series airplanes. That 

AD requires repetitive inspections of the 

Station (STA) 348.2 frame to detect 

cracking under the stop fittings and 

intercostal flanges at Stringers S–14L, 

S–15L, and S–16L; and corrective action 

if necessary. That AD resulted from a 

report of cracks in the STA 348.2 frame 

on a Boeing Model 737–200C series 

airplane. We issued that AD to detect 

and correct fatigue cracking of the 

intercostals on the forward and aft sides 

of the forward entry door cutout, which 

could result in the loss of the forward 

entry door and rapid decompression of 

the airplane. 

On July 23, 2009, we issued AD 2009– 

16–14, Amendment 39–15987 (74 FR 

38901, August 5, 2009), for certain 

Boeing Model 737–100, –200, –200C, 

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

That AD requires repetitive inspections 

of the intercostal webs, attachment 

clips, and stringer splice channels for 

cracks; and corrective action if 

necessary. That AD resulted from 

reports of fatigue cracks on several 

Boeing Model 737–200 series airplanes. 

We issued that AD to detect and correct 

fatigue cracking of the intercostals on 

the forward and aft sides of the forward 

entry door, which could result in loss of 

the forward entry door and rapid 

decompression of the airplane. 

Actions Since Existing ADs Were Issued 

Since we issued AD 2004–09–09, 

Amendment 39–13598 (69 FR 23646, 

April 30, 2004), we have received 

reports of cracking above the two 

outboard fasteners attaching the frame 

inner chord and door stop fitting of the 

STA 348.2 frame at S–15L. The cracking 

was reported on seven airplanes that 

had accumulated between 19,185 and 

64,800 flight cycles (AD 2004–09–09 

applies only to Model 737–200C 

airplanes). Cracking has also been found 

in the outboard chord at S–16L. In 

addition, we have received reports of 10 

airplanes with missing fasteners in the 

STA 348.2 frame inner chord at S–7L 

through S–15L. 

In addition, the requirement to 

inspect the intercostal on the aft side at 

S–14L to S–16L is common to both AD 

2004–09–09, Amendment 39–13598 (69 

FR 23646, April 30, 2004), and AD 

2009–16–14, Amendment 39–15987 (74 

FR 38901, August 5, 2009). Service 

history indicates that the repetitive 

inspection interval of 6,000 flight cycles 

for that area, as required by AD 2009– 

16–14, Amendment 39–15987 (74 FR 

38901, August 5, 2009), is adequate to 

ensure continued operational safety. 

The repetitive interval required by AD 

2004–09–09, Amendment 39–13598 (69 

FR 23646, April 30, 2004), is 4,500 flight 

cycles. 

Boeing Commercial Airplanes has 

received a Organization Designation 

Authorization (ODA). We have revised 

paragraph (h) of this proposed AD to 

delegate the authority to approve an 

alternative method of compliance for 

any repair required by this AD to the 

Boeing Commercial Airplanes ODA 

rather than a Designated Engineering 

Representative (DER). 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1204, Revision 2, 

dated June 24, 2010. The procedures in 

Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 

2010, differ from those in 737–53A1204, 

Revision 1, dated March 26, 2007 (the 

appropriate source of service 

information for AD 2009–16–14 (74 FR 

38901, August 5, 2009)), as follows: 

• Repetitive detailed and high 

frequency eddy current (HFEC) 

inspections for cracking of the S–15L aft 

intercostal between body station (BS) 

348.2 and BS 360 and a detailed 

inspection of the cargo barrier net fitting 

at the intercostal are added for Model 

737–200C airplanes. 

• New repair instructions are added 

for cracking found at the S–14L, S–15L, 

and S–16L intercostals. The repair 

includes either doing actions specified 

in Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, dated June 29, 

2010 (described below), or, if a crack is 

at the S–15L aft intercostal or the 

damage at other intercostal locations is 

outside certain parameters covered in 

Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, Boeing Alert 

Service Bulletin 737–53A1204, Revision 

2, dated June 24, 2010, specifies 

contacting Boeing for repair 

instructions. 

We also reviewed Boeing Alert 

Service Bulletin 737–53A1240, Revision 

1, dated June 29, 2010. The procedures 

in Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, dated June 29, 

2010, differ from those in Boeing Alert 

Service Bulletin 737–53A1240, dated 

April 10, 2003 (the appropriate source 

of service information for AD 2004–09– 

09, Amendment 39–13598 (69 FR 

23646, April 30, 2004)), as follows: 

• All Model 737–100, –200, –300, 

–400, and –500 series airplanes (i.e., 

line numbers 1 through 3132) are added 

to the effectivity. For these airplanes, 

the service bulletin specifies procedures 

for inspecting under the stop fitting by 

doing HFEC and surface eddy current 

inspections for cracking of the frame, 

HFEC inspections for cracking of the 

reinforcement angle and shear web, and 

doing a detailed inspection for cracking 

of the STA 348.2 frame outer chord, 

inner chord, and reinforcement angle, 

and corrective actions if necessary. The 

corrective actions include replacing 

certain cracked parts with new parts, 

and if a crack is found in the frame outer 

chord, contacting Boeing for repair 

instructions and doing the repair. 

• For Model 737–200C airplanes, the 

repetitive interval for the HFEC 

inspection of the STA 348.2 frame is 

extended from 4,500 flight cycles to 

6,000 flight cycles. 

• For Model 737–100, –200, –300, 

–400, and –500 series airplanes, a onetime detailed inspection is added to 

detect missing fasteners of the STA 

348.2 frame inner chord at S–7L through 

S–15L. If any fastener is missing, the 

service bulletin specifies to contact 

Boeing for repair instructions. 

• For all airplanes, intercostal 

inspections for cracking between STA 

348.2 and STA 360 are now specified in 

Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 

2010. Previously, for the intercostals at 

S–14 through S–16L, this inspection 

was common to both Boeing Alert 

Service Bulletin 737–53A1204 and 

Boeing Alert Service Bulletin 737– 

53A1240 for Model 737–200C airplanes. 

• For Group 3 airplanes, instructions 

are added for repair of the STA 348.2 

frame inner chord, reinforcement angle, 

and shear web; and of the door stop 

intercostals at S–14L through S16L. 


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72860 Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain 

certain requirements of AD 2004–09–09, 

Amendment 39–13598 (69 FR 23646, 

April 30, 2004) and AD 2009–16–14, 

Amendment 39–15987 (74 FR 38901, 

August 5, 2009). This proposed AD 

would add airplanes to the applicability 

for the HFEC inspection for cracking of 

the stop fittings at the shear web at STA 

348.2 frame; extend the repetitive 

interval for the HFEC inspection of the 

STA 348.2 frame for Model 737–200C 

airplanes; add an inspection to detect 

missing fasteners of the STA 348.2 

frame inner chord; and update or add 

certain inspection and repair 

instructions. This proposed AD would 

also require accomplishing the actions 

specified in the service information 

described previously.’’ 

Changes to Existing ADs 

Since those ADs were issued, the AD 

format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

tables: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2004–09–09, Amendment 39–13598 (69 

FR 23646, April 30, 

2004) 

Corresponding 

requirement in this 

proposed AD 

paragraph (a) paragraph (g) 

paragraph (b) paragraph (h) 

Requirement in AD 

2009–16–14, Amendment 39–15987 (74 

FR 38901, August 5, 

2009) 

Corresponding 

requirement in this 

proposed AD 

paragraph (f) paragraph (i) 

paragraph (g) paragraph (j) 

paragraph (h) paragraph (k) 

paragraph (i) paragraph (l) 

paragraph (j) paragraph (m) 

paragraph (k) paragraph (n) 

paragraph (l) paragraph (o) 

Costs of Compliance 

We estimate that this proposed AD 

affects 581 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

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

Inspections for cracking under the stop fittings 

and intercostal flanges [retained from AD 2004– 

09–09, Amendment 39-13598 (69 FR 23646, 

April 30, 2004)].

18 work-hours × $85 per 

hour = $1,530 [per inspection cycle].

$0 $1,530 [per inspection 

cycle].

$888,930 [per inspection 

cycle]. 

Inspection of areas forward of the aft entry door 

[retained from AD 2009–16–14, Amendment 

39–15987 (74 FR 38901, August 5, 2009)].

2 work-hours × $85 per 

hour = $170 [per inspection cycle].

$0 $170 [per inspection 

cycle].

$98,770 [per inspection 

cycle]. 

Inspection of areas aft of the forward entry door 

[retained from AD 2009–16–14, Amendment 

39–15987 (74 FR 38901, August 5, 2009)].

1 work-hour × $85 per 

hour = $85 [per inspection cycle].

$0 $85 [per inspection 

cycle].

$49,385 [per inspection 

cycle]. 

Inspection for missing fasteners [new proposed 

action].

1 work-hour × $85 per 

hour = $85.

$476 $561 ............................... $325,941. 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspections. We have no way 

of determining the number of aircraft 

that might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair of cracking if done in accordance with a method approved by the FAA .......................... Unknown ....... Unknown ....... Unknown. 

Repair of cracking if done in accordance with Boeing Alert Service Bulletin 737–53A1240 ....... 24 work-hours $11,856 ......... $13,896. 

According to the manufacturer, some 

of the costs of this proposed AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

individuals. We do not control warranty 

coverage for affected individuals. As a 

result, we have included all costs in our 

cost estimate. 

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. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 72861 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2004–09–09, Amendment 39–13598 (69 

FR 23646, April 30, 2004), and AD 

2009–16–14, Amendment 39–15987 (74 

FR 38901, August 5, 2009), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–1255; Directorate Identifier 2010– 

NM–182–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by January 12, 2012. 

Affected ADs 

(b) This AD supersedes AD 2004–09–09, 

Amendment 39–13598 (69 FR 23646, April 

30, 2004); and AD 2009–16–14, Amendment 

39–15987 (74 FR 38901, August 5, 2009). 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

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

certificated in any category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 53, Fuselage. 

Unsafe Condition 

(e) This AD was prompted by reports of 

cracking of the STA 348.2 frame above the 

two outboard fasteners attaching the frame 

inner chord and door stop fittings, and in the 

outboard chord at stringer S–16L. We have 

also received reports of missing fasteners in 

the STA 348.2 frame inner chord. We are 

issuing this AD to detect and correct fatigue 

cracking of the intercostals on the forward 

and aft sides of the forward entry door 

cutout, which could result in loss of the 

forward entry door and rapid decompression 

of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Restatement of the Requirements of AD 

2004–09–09, Amendment 39–13598 (69 FR 

23646, April 30, 2004) With Revised Service 

Information and Extended Repetitive 

Intervals 

Initial and Repetitive Inspections at STA 

348.2 for Model 737–200C Series Airplanes 

(g) For Model 737–200C series airplanes: 

Except as provided by paragraph (h) of this 

AD, prior to the accumulation of 46,000 total 

flight cycles, or within 2,250 flight cycles 

after June 4, 2004 (the effective date of AD 

2004–09–09, Amendment 39–13598 (69 FR 

23646, April 30, 2004)), whichever occurs 

later, do detailed and eddy current 

inspections of the STA 348.2 frame for 

cracking under the stop fittings and 

intercostal flanges at Stringers 14L, 15L, and 

16L by accomplishing paragraphs 3.A. and 

3.B.1. through 3.B.7. of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1240, dated April 10, 2003, or by 

accomplishing Part 1 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1240, Revision 1, dated June 29, 

2010. Do the actions in accordance with 

Boeing Alert Service Bulletin 737–53A1240, 

dated April 10, 2003; or Revision 1, dated 

June 29, 2010. Any applicable repair must be 

accomplished prior to further flight. Repeat 

the inspections thereafter at intervals not to 

exceed 6,000 flight cycles. As of the effective 

date of this AD, only Boeing Alert Service 

Bulletin 737–53A1240, Revision 1, dated 

June 29, 2010, may be used. 

Corrective Action for Paragraph (g) of This 

AD 

(h) If any crack is found during any 

inspection required by paragraph (g) of this 

AD, and Boeing Alert Service Bulletin 737– 

53A1240, dated April 10, 2003; or Revision 

1, dated June 29, 2010; specifies to contact 

Boeing for appropriate action: Before further 

flight, repair in accordance with a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. 

Restatement of the Requirements of AD 

2009–16–14, Amendment 39–15987 (74 FR 

38901, August 5, 2009) With Revised Service 

Information 

Initial Compliance Time 

(i) For all Model 737–100, –200, –200C, 

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

identified in Boeing Alert Service Bulletin 

737–53A1204, Revision 1, dated March 26, 

2007: Before the accumulation of 15,000 total 

flight cycles, or within 4,500 flight cycles 

after November 1, 2005 (the effective date of 

AD 2005–20–03, Amendment 39–14296 (70 

FR 56361, September 27, 2005)), whichever 

occurs later: Do the inspections required by 

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

(j) For all Model 737–200C series airplanes, 

as identified in Boeing Alert Service Bulletin 

737–53A1204, Revision 1, dated March 26, 

2007: Before the accumulation of 15,000 total 

flight cycles, or within 4,500 flight cycles 

after September 9, 2009 (the effective date of 

AD 2009–16–14, Amendment 39–15987 (74 

FR 38901, August 5, 2009)), whichever 

occurs later, do the inspection required by 

paragraph (m) of this AD. 

Initial Inspection for Group 1 Configuration 

Airplanes 

(k) For Group 1 airplanes identified in 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 1, dated March 26, 2007: Perform a 

detailed inspection for cracking of the 

intercostal web, attachment clips, and 

stringer splice channels; and a high 

frequency eddy current (HFEC) inspection for 

cracking of the stringer splice channels 

located forward and aft of the forward entry 

door; and do all applicable corrective actions 

before further flight; in accordance with Parts 

1 and 2 of the Work Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1204, dated June 19, 2003; or Boeing Alert 

Service Bulletin 737–53A1204, Revision 1, 

dated March 26, 2007; or in accordance with 

Parts 1, 2, 4, and 5 of the Work Instructions 

of Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 2010. 

After September 9, 2009 and until the 

effective date of this AD, Boeing Alert 

Service Bulletin 737–53A1204, Revision 1, 

dated March 26, 2007; or Revision 2, dated 

June 24, 2010; may be used. As of the 

effective date of this AD, only Boeing Alert 

Service Bulletin 737–53A1204, Revision 2, 

dated June 24, 2010, may be used. 

Initial Inspection for Cargo Configuration 

Airplanes (Forward of the Forward Entry 

Door) 

(l) For Group 2 cargo airplanes identified 

in Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007: 

Perform a detailed inspection for cracking of 

the intercostal webs and attachment clips 

located forward of the forward entry door, 

and do all applicable corrective actions 

before further flight, in accordance with Part 

3 of the Work Instructions of Boeing Special 

Attention Service Bulletin 737–53–1204, 

dated June 19, 2003; or Boeing Alert Service 

Bulletin 737–53A1204, Revision 1, dated 

March 26, 2007; or in accordance with Part 

3 of Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 2010. 

After September 9, 2009 and until the 

effective date of this AD, Boeing Alert 

Service Bulletin 737–53A1204, Revision 1, 

dated March 26, 2007; or Revision 2, dated 

June 24, 2010; may be used. As of the 

effective date of this AD, only Boeing Alert 

Service Bulletin 737–53A1204, Revision 2, 

dated June 24, 2010, may be used. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
72862 Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 

Initial Inspection for Cargo Configuration 

Airplanes (Aft of the Forward Entry Door) 

(m) For Group 2 cargo airplanes identified 

in Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007: 

Perform a detailed inspection for cracking of 

the intercostal webs and attachment clips 

located aft of the forward entry door, and do 

all applicable corrective actions before 

further flight, in accordance with Part 4 of 

the Work Instructions of Boeing Alert Service 

Bulletin 737–53A1204, Revision 1, dated 

March 26, 2007; or in accordance with Part 

3 of Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 2010. As 

of the effective date of this AD, only Boeing 

Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010, may be used. 

Repeat Inspections 

(n) Repeat the inspections required by 

paragraphs (k), (l), and (m) of this AD 

thereafter at intervals not to exceed 6,000 

flight cycles after the previous inspection, or 

within 3,000 flight cycles after September 9, 

2009, whichever occurs later. 

Exceptions to Boeing Special Attention 

Service Bulletin 737–53A1204 

(o) Do the actions required by paragraphs 

(i), (j), (k), (l), (m), and (n) of this AD by 

accomplishing all the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1204, dated June 19, 

2003; Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007; 

or Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 2010; 

except as provided by paragraphs (o)(1) and 

(o)(2) of this AD. After September 9, 2009, 

and until the effective date of this AD, Boeing 

Alert Service Bulletin 737–53A1204, 

Revision 1, dated March 26, 2007; or 

Revision 2, dated June 24, 2010; may be used. 

As of the effective date of this AD, only 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010, may be used. 

(1) Where Boeing Special Attention Service 

Bulletin 737–53–1204, dated June 19, 2003; 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 1, dated March 26, 2007; or Boeing 

Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010; specifies to 

contact Boeing for repair instructions: Before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (t) of this AD. 

(2) Where Boeing Special Attention Service 

Bulletin 737–53–1204, dated June 19, 2003; 

or Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007; 

specifies a compliance time relative to the 

date of a service bulletin, this AD requires 

compliance relative to September 9, 2009. 

Where Boeing Special Attention Service 

Bulletin 737–53–1204, dated June 19, 2003; 

or Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007; 

specifies a compliance time relative to the 

date of the initial release of the service 

bulletin, this AD requires compliance relative 

to November 1, 2005 (the effective date of AD 

2005–20–03, Amendment 39–14296 (70 FR 

56361, September 27, 2005)). 

New Requirements of This AD 

One-Time Inspection for Missing Fasteners 

at STA 348.2 

(p) For Groups 2 and 3 airplanes identified 

in Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, dated June 29, 2010: 

Within 4,500 flight cycles after the effective 

date of this AD, do a detailed inspection to 

detect missing fasteners of the STA 348.2 

frame, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1240, Revision 1, 

dated June 29, 2010, except as required by 

paragraph (r) of this AD. If any fastener is 

missing, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. 

Initial and Repetitive Inspections at STA 

348.2 for Model 737–100, –200, –300, –400, 

and –500 Series Airplanes 

(q) For Groups 2 and 3 airplanes identified 

in Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, dated June 29, 2010: 

Before the accumulation of 15,000 total flight 

cycles or within 4,500 flight cycles after the 

effective date of this AD, do HFEC and 

surface eddy current inspections for cracking 

of the frame, HFEC inspections for cracking 

of the reinforcement angle and shear web, 

and a detailed inspection for cracking of the 

STA 348.2 frame outer chord, inner chord, 

and reinforcement angle, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1240, 

Revision 1, dated June 29, 2010, except as 

required by paragraph (r) of this AD. If any 

crack is found during any inspection 

required by this paragraph, before further 

flight, do all applicable corrective actions in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1240, Revision 1, dated June 29, 

2010, except as required by paragraph (r) of 

this AD, and except where that service 

bulletin specifies to contact Boeing, before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (t) of this AD. Repeat 

the inspections thereafter at intervals not to 

exceed 6,000 flight cycles. 

Exception to Boeing Alert Service Bulletin 

737–53A1240 

(r) Where Boeing Alert Service Bulletin 

737–53A1240, Revision 1, dated June 29, 

2010, specifies that for the instructions 

identified in paragraph 3.B., Work 

Instructions, and the Figure(s) which give the 

recommended sequence of steps, the 

sequence of the steps to do the service 

bulletin can be changed; the requirements in 

this AD do not allow the sequence of the 

steps to be changed. 

Initial and Repetitive Inspections of the S– 

15L Aft Intercostal and Cargo Barrier Net 

Fitting for Model 737–200C Series Airplanes 

(s) For Group 2 airplanes identified in 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010: Before the 

accumulation of 15,000 total flight cycles, or 

within 4,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

initial detailed and HFEC inspections for 

cracking of the S–15L aft intercostal between 

BS 348.2 and BS 360, and do a detailed 

inspection of the cargo barrier net fitting at 

the intercostal, in accordance with Figure 3 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010. If any 

cracking is found, before further flight repair 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. Repeat the inspections at intervals 

not to exceed 6,000 flight cycles. 

Alternative Methods of Compliance 

(AMOCs) 

(t)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 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, it may be emailed 

to: 9-ANM-Seattle-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 for AD 2004–09–09, 

Amendment 39–13598 (69 FR 23646, April 

30, 2004), are approved as AMOCs for the 

corresponding requirements of this AD. 

(5) AMOCs approved for AD 2009–16–14, 

Amendment 39–15987 (74 FR 38901, August 

5, 2009), are approved as AMOCs for the 

corresponding requirements of this AD. 

Related Information 

(u) For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone (425) 917– 

6450; fax (425) 917–6590; email: Alan.Pohl@

faa.gov. 

(v) 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; email me.boecom@boeing.com; 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. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
Federal Register / Vol. 76, No. 228 / Monday, November 28, 2011 / Proposed Rules 72863 

Issued in Renton, Washington, on 

November 18, 2011. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–30603 Filed 11–25–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1250; Directorate 

Identifier 2010–NM–031–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 707–100 

long body, –200, –100B long body, and 

–100B short body series airplanes; 

Model 707–300, –300B, –300C, and 

–400 series airplanes; and Model 720 

and 720B series airplanes. For certain 

airplanes, this proposed AD would 

require using redefined flight cycle 

counts, determining the type of material 

of the horizontal stabilizer, rear spar, 

upper chords, and lower chords on the 

inboard and outboard ends of the rear 

spar; repetitively inspecting for cracking 

of the horizontal stabilizer components; 

and repairing or replacing the chord, or 

modification of chord segments made 

from 7079 aluminum, if necessary. For 

all airplanes, this proposed AD would 

require inspecting certain structurally 

significant items, and repairing 

discrepancies if necessary. This 

proposed AD was prompted by reports 

of stress corrosion cracking in the chord 

segments made from 7079 aluminum in 

the horizontal stabilizer rear spar, and 

fatigue cracking in the chord segments 

made from 7075 aluminum. We are 

proposing this AD to detect and correct 

stress corrosion and/or fatigue cracking 

in the horizontal stabilizer, which could 

compromise the structural integrity of 

the stabilizer. 

DATES: We must receive comments on 

this proposed AD by January 12, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

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; email 

me.boecom@boeing.com; 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 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6577; fax: (425) 917–6590, email: 

berhane.alazar@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–2011–1250; Directorate Identifier 

2010–NM–031–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 numerous reports of 

stress corrosion cracking in the chord 

segments made from 7079 aluminum in 

the Model 707 horizontal stabilizer rear 

spar. 7079 aluminum is known to be 

susceptible to stress corrosion cracking. 

Development of stress corrosion 

cracking was slowed by the 

accomplishment of the actions specified 

in Boeing 707 Service Bulletin 3356, 

Revision 2, dated December 12, 1991; 

and Boeing 707 Service Bulletin 3381, 

Revision 2, dated January 31, 1991. 

In addition, we have received three 

reports of fatigue cracking in the upper 

chords of the horizontal stabilizer rear 

spar near the side of the body. These 

chords are made from 7075 aluminum. 

In all three cases, the actions specified 

in Boeing 707/720 Service Bulletin 

A3313, Revision 1, dated May 27, 1977, 

had been incorporated. The fatigue 

cracking in either 7075 or 7079 material 

configuration has occurred early in the 

life of the modified structure. The 

fatigue cracks were generated by 

frequent training flights that included 

multiple touch-and-go cycles, which are 

most prevalent with military operators. 

These conditions, if not corrected, could 

result in stress corrosion and/or fatigue 

cracking in the horizontal stabilizer, 

which could compromise the structural 

integrity of the stabilizer. 

Parts made from 7079 aluminum have 

also been discovered on airplanes that 

were not originally delivered with those 

parts. Therefore, to adequately address 

the stress corrosion cracking in the 

chord segments in the rear spar of the 

horizontal stabilizer, it is necessary to 

determine the chord configuration on 

the airplane. Furthermore, it is also 

necessary to carefully maintain a record 

of that configuration until all chord 

segments of the rear spar of the 

horizontal stabilizers that are made from 

7079 aluminum have been removed 

from the fleet. Since horizontal 

stabilizers can be swapped, it is also 

necessary to implement the inspections 

for early fatigue cracking on all 

airplanes, regardless of their current 

usage. 

Relevant Service Information 

We have reviewed Boeing 707 Alert 

Service Bulletin A3515, dated December 


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