60660 Federal Register / Vol. 78, No. 191 / Wednesday, October 2, 2013 / Rules and Regulations 

(f) Cleaning and Inspection 

(1) Clean and perform a fluorescentpenetrant inspection of the HP compressor 

stage 1 to 4 rotor disc at the first shop visit 

after accumulating 1,000 cycles since new 

(CSN) on the stage 1 to 4 rotor disc or at the 

next shop visit after the effective date of this 

AD, whichever occurs later. 

(2) Use paragraphs 3.A. through 3.E.(11) of 

the Accomplishment Instructions of RR Alert 

Non-Modification Service Bulletin (NMSB) 

No. RB.211–72–AF964, Revision 3, dated 

January 11, 2013, to do the cleaning and 

inspection. 

(3) Thereafter, at every engine shop visit, 

clean and inspect as required by paragraph 

(f)(2) of this AD. 

(4) If on the effective date of this AD, an 

engine with an affected part has 1,000 CSN 

or more, and is in the shop, clean and inspect 

as required by paragraph (f)(2) of this AD 

before returning the engine to service. 

(5) If cracks or anomalies are found during 

the inspection required by paragraph (f)(2) of 

this AD, accomplish the applicable corrective 

actions before returning the engine to service. 

(g) Definition 

For the purpose of this AD, an ‘‘engine 

shop visit’’ is whenever the HP compressor 

rotor is accessible and the compressor blades 

have been removed. 

(h) Credit for Previous Action 

If you performed cleanings and inspections 

before the effective date of this AD using RR 

NMSB No. RB.211–72–AF964, Revision 1, 

dated June 6, 2008, or Revision 2, dated June 

8, 2011, then you met the requirements of 

paragraph (f) of this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA may approve AMOCs for this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. 

(j) Related Information 

(1) For more information about this AD, 

contact, contact Frederick Zink, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7779; fax: 781–238– 

7199; email: frederick.zink@faa.gov. 

(2) Refer to European Aviation Safety 

Agency AD No. 2013–0042, dated February 

26, 2013, for related information. You may 

examine this AD on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2010-0562-0023. 

(k) 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) Rolls Royce Alert Non-Modification 

Service Bulletin No. RB.211–72–AF964. 

Revision 3, dated January 11, 2013. 

(ii) None. 

(3) For service information identified in 

this AD, contact Rolls-Royce plc, Corporate 

Communications, P.O. Box 31, Derby, 

England, DE248BJ; phone: 011–44–1332– 

242424; fax: 011–44–1332–249936; email: 

http://www.rolls-royce.com/contact/civil_

team.jsp; or download from https://

www.aeromanager.com. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA 01803. For information on the 

availability of this material at the FAA, call 

781–238–7125. 

(5) You may view this service information 

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 Burlington, Massachusetts, on 

September 18, 2013. 

Carlos A. Pestana, 

Acting Directorate Assistant Manager, Engine 

& Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2013–23432 Filed 10–1–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0155; Directorate 

Identifier 2009–NM–141–AD; Amendment 

39–17581; AD 2013–18–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2004–18– 

06 for certain The Boeing Company 

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

–500 series airplanes. AD 2004–18–06 

required repetitive inspections to find 

fatigue cracking of certain upper and 

lower skin panels of the fuselage, and 

follow-on and corrective actions if 

necessary. AD 2004–18–06 also 

included a terminating action for the 

repetitive inspections of certain 

modified or repaired areas only. This 

new AD adds new inspections for 

cracking of the fuselage skin along 

certain chem-milled lines, and 

corrective actions if necessary. This new 

AD also reduces certain thresholds and 

intervals required by AD 2004–18–06. 

This AD was prompted by new findings 

of vertical cracks along chem-milled 

steps adjacent to the butt joints. We are 

issuing this AD to detect and correct 

fatigue cracking of the skin panels, 

which could result in sudden fracture 

and failure of the skin panels of the 

fuselage, and consequent rapid 

decompression of the airplane. 

DATES: This AD is effective November 6, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 6, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

the AD as of October 13, 2004 (69 FR 

54206, September 8, 2004). 

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 supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede AD 

2004–18–06, Amendment 39–13784 (69 

FR 54206, September 8, 2004). AD 

2004–18–06 applied to the specified 

products. The SNPRM published in the 


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Federal Register on October 10, 2012 

(77 FR 61550). We preceded the SNPRM 

with a notice of proposed rulemaking 

(NPRM) that published in the Federal 

Register on March 8, 2011 (76 FR 

12619). The NPRM proposed to 

continue to require repetitive 

inspections to find fatigue cracking of 

certain upper and lower skin panels of 

the fuselage, and follow-on and 

corrective actions if necessary. The 

NPRM also included a terminating 

action for the repetitive inspections of 

certain modified or repaired areas only. 

The NPRM proposed to add new 

inspections for cracking of the fuselage 

skin along certain chem-milled lines, 

and corrective actions if necessary. The 

NPRM also proposed to reduce certain 

thresholds and intervals required by AD 

2004–18–06. The SNPRM proposed to 

revise the NPRM by reducing the 

proposed repetitive inspection intervals. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the SNPRM (77 FR 61550, 

October 10, 2012) and the FAA’s 

response to each comment. 

Request To Change Certain Repetitive 

Inspection Intervals 

Boeing asked that the repetitive 

inspection interval of 1,800 flight cycles 

or 1,800 flight hours, as specified in 

paragraph (r) of the SNPRM (77 FR 

61550, October 10, 2012), be changed to 

eliminate the 1,800 flight-hour interval. 

Boeing stated that the longitudinal 

chem-milled cracks are driven primarily 

by hoop loading as a result of 

pressurization cycles, and added that 

the vertical chem-milled cracks are 

driven by both pressure and flight loads. 

Boeing added that the threshold and 

repetitive inspection intervals can be 

affected by this. Boeing noted that 

repeating the inspection at 1,800 flight 

cycles at the butt joints was a 

conservative estimate obtained from 

crack growth data of longitudinal chemmilled cracks; this is conservative 

because the stresses in the skins at the 

butt joints are lower than the hoop 

stresses, which cause the longitudinal 

cracks to develop and grow. Boeing 

concluded that a detailed analysis of the 

stresses on the vertical cracks compared 

with the horizontal cracks confirmed 

that repeating the inspections every 

1,800 flight cycles is adequate to detect 

cracks before they spread and result in 

an unsafe condition. 

We agree that eliminating the 1,800- 

flight-hour aspect of the repetitive 

inspection interval and the threshold is 

acceptable for the reasons provided by 

the commenter. We have determined 

that this change adequately addresses 

the identified unsafe condition. 

Therefore, we have changed paragraph 

(r) of this final rule accordingly. 

Requests To Clarify Exception to 

Service Information 

Boeing and Southwest Airlines (SWA) 

asked that we clarify the exception 

language identified in paragraph (o) of 

the SNPRM (77 FR 61550, October 10, 

2012). Boeing and SWA both suggested 

language for changing that paragraph. 

Boeing stated that the language in 

paragraph (o) of the SNPRM (77 FR 

61550, October 10, 2012) gives relief for 

inspections under FAA-approved repair 

doublers that span the chem-milled step 

by a minimum of three rows of fasteners 

above and below the chem-milled step. 

Boeing added that paragraph (o) of the 

SNPRM does not distinguish the reason 

for the repair (i.e., cracks, dents, 

corrosion, etc.), but just specifies that a 

repair doubler exists and spans the 

chem-milled step with a sufficient 

number of fastener rows. Boeing asked 

that this same allowance be given to 

chem-milled steps under repairs that are 

accomplished according to the general 

skin repairs specified in paragraph (k) of 

the SNPRM. Boeing noted that 

paragraph (k) of the SNPRM already has 

language that terminates inspections 

under repairs accomplished according 

to paragraph (k) of the SNPRM; 

however, paragraph (k) of the SNPRM is 

for the repair of chem-milled step cracks 

only, so it would not terminate future 

chem-milled steps under a repair that is 

installed for some reason other than 

chem-milled cracking. 

SWA stated certain conditions for 

external repairs are not stipulated in 

paragraph (o) of the SNPRM (77 FR 

61550, October 10, 2012). SWA noted 

that for airplanes on which the repair 

does not meet these conditions, 

paragraph (o) of the SNPRM specifies 

that one option to comply with the 

inspections is to use the Work 

Instructions of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009. SWA added that the 

option to use an alternate inspection is 

given in the notes section of Tables 1 

through 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, rather than in the 

Work Instructions of this service 

bulletin. SWA also asked that we 

change the language in paragraphs (p), 

(q), and (r) of the SNPRM for the 

alternate inspection given in Tables 1 

through 6 of paragraph 1.E., 

‘‘Compliance’’ of this service bulletin. 

We agree that clarification of the 

language in paragraph (o) of this final 

rule is necessary to ensure that all 

inspection requirements are complied 

with as written. We have revised the 

language in paragraph (o) of this final 

rule to include the language ‘‘or repairs 

that have a minimum of 2 rows of 

fasteners above and below the chemmilled step, and have been installed in 

accordance with the requirements of 

paragraph (k) of this final rule.’’ We 

have also included language for repairs 

to the vertical chem-milled steps. In 

addition, we have revised paragraph (o) 

of this final rule to refer to the notes in 

Tables 1 through 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, for the inspection 

requirements. With this clarification 

added to paragraph (o) of this final rule, 

it is not necessary to change the 

language in paragraphs (p) and (q) of 

this final rule. We have added the 

exception specified in paragraph (o) of 

this final rule to paragraphs (r), (s), (t), 

and (u) of this final rule. 

Request To Clarify Certain Repetitive 

Inspection Intervals 

SWA asked that we clarify the 

repetitive inspection intervals required 

by paragraph (h) of the SNPRM (77 FR 

61550, October 10, 2012). SWA stated 

that paragraph (h) of the SNPRM 

includes a new repetitive inspection 

interval for doing the inspections of the 

lower lobe and section 41, and that 

repeating those inspections every 4,500 

flight cycles is a new requirement. SWA 

added that paragraph (s) of the SNPRM 

introduces a new repetitive inspection 

interval of 1,800 flight cycles for the 

inspections of the lower lobe and 

section 41, which contradicts paragraph 

(h) of the SNPRM. 

SWA stated that paragraph (s) of the 

SNPRM (77 FR 61550, October 10, 2012) 

introduces the terminology ‘‘areas of 

known cracking’’ and ‘‘areas of no 

known cracking’’ for inspections of the 

lower lobe and section 41. SWA added 

that, for areas of known cracking, the 

inspections are required at the latest of 

the times specified in paragraphs 

(s)(2)(i) and (s)(2)(ii) of the SNPRM. 

SWA stated that paragraph (s)(2)(i) of 

the SNPRM specifies inspections before 

the accumulation of 35,000 total flight 

cycles; paragraph (s)(2)(ii) of the 

SNPRM specifies inspections within 

4,500 flight cycles after the most recent 

inspection required by paragraph (h) of 

the SNPRM or within 1,800 flight cycles 

after the effective date of the AD, 

whichever is earlier. SWA noted that 

although paragraph (h) of the SNPRM 

includes the new requirement of 


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60662 Federal Register / Vol. 78, No. 191 / Wednesday, October 2, 2013 / Rules and Regulations 

repeating those inspections every 4,500 

flight cycles, airplanes are still subject 

to the existing repetitive inspection 

interval of 9,000 flight cycles, as 

required by AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004). SWA added that 

this is a significant conflict since 

airplanes on which the inspection 

threshold specified in paragraph (s)(2)(i) 

of the SNPRM has been surpassed ‘‘will 

immediately be rendered out of 

compliance by paragraph (s)(2)(ii) if the 

most recent inspection was 

accomplished more than 4,500 flight 

cycles from the last inspection.’’ SWA 

also asked that we clarify the inspection 

requirements for airplanes that have 

accumulated more than 35,000 total 

flight cycles as of the effective date of 

the AD. 

Boeing stated that paragraph (s)(2)(ii) 

of the SNPRM (77 FR 61550, October 10, 

2012) gives a grace period to start 

inspections in lower lobe and section 41 

for areas of known cracking for 

airplanes that have exceeded the 

threshold of 35,000 total flight cycles. 

Boeing added that this grace period is 

4,500 flight cycles from the previous 

inspections done in accordance with AD 

2004–18–06, Amendment 39–13784 (69 

FR 54206, September 8, 2004), which 

required that those areas be re-inspected 

at 9,000 flight-cycle intervals. Boeing 

noted that, as a result of this, it is likely 

that many airplanes will be grounded. 

Boeing asked that the grace period be 

changed to 9,000 flight cycles. 

We agree that paragraphs (h) and (s) 

of this final rule should be changed 

since the new requirements could put 

airplanes out of compliance. We have 

revised paragraph (h) of this final rule 

to specify a repetitive inspection 

interval of 9,000 flight cycles, as 

required by AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), and have deleted 

paragraphs (h)(1) and (h)(2) of this final 

rule to eliminate those repetitive 

inspection intervals. 

We have also revised paragraph (s)(2) 

of this final rule to include the existing 

repetitive inspection interval of 9,000 

flight cycles so that no airplanes will be 

out of compliance with the inspection 

requirements carried over from AD 

2004–18–06, Amendment 39–13784 (69 

FR 54206, September 8, 2004). 

Request To Update Structural Repair 

Manual (SRM) References 

SWA asked that we update the SRM 

repair references in paragraphs (k)(2) 

and (k)(4) of the SNPRM (77 FR 61550, 

October 10, 2012). SWA stated that the 

references to Figure 229 for Revisions 92 

and 70, both dated November 10, 2010, 

in those paragraphs is incorrect. SWA 

noted that the correct repair for those 

SRM revisions is Repair 31. 

We agree that this final rule should 

refer to the latest repairs. We have 

determined that the SRM repair 

references specified in paragraphs (k)(2) 

and (k)(4) of the SNPRM (77 FR 61550, 

October 10, 2012), have been updated. 

The SRM repair reference in paragraph 

(k)(3) of the SNPRM also has been 

updated. Therefore, we have changed 

paragraphs (k)(2), (k)(3), and (k)(4) of 

this final rule to update the SRM 

references to include the appropriate 

repair. 

Request To Clarify Terminating Action 

SWA asked that we change paragraph 

(j)(1)(i) of the SNPRM (77 FR 61550, 

October 10, 2012) to reflect that the 

time-limited repair specified in that 

paragraph terminates the repetitive 

inspections required by paragraph (g) of 

the SNPRM. SWA also asked that, if we 

do not change that paragraph, we 

provide clarification that 

accomplishment of the repair specified 

in paragraph (v) of the SNPRM 

terminates those repetitive inspections. 

SWA stated that paragraph (j) of the 

SNPRM addresses retained corrective 

actions for cracking found during the 

inspections required by paragraphs (g), 

(h), (p), (q), (r), and (s) of the SNPRM. 

SWA added that paragraph (v) of the 

SNPRM specifies that accomplishment 

of the permanent repair specified in Part 

5, or the time-limited repair specified in 

Part 6, of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, terminates the 

repetitive inspections required by 

paragraphs (p), (q), (r), and (s) of the 

SNPRM for the repaired area only. SWA 

noted that paragraph (j)(1)(i) of the 

SNPRM specifies that installation of a 

permanent repair terminates the 

repetitive inspections required by 

paragraph (g) of the SNPRM for the 

repaired area only; however, paragraph 

(j)(1)(i) of the SNPRM does not indicate 

that accomplishing the time-limited 

repair terminates the repetitive 

inspections. 

We agree that clarification is 

necessary. Since the crack at the chemmilled step has been trimmed out 

during installation of the time-limited 

repair in accordance with Boeing Alert 

Service Bulletin 737–53A1210, Revision 

3, dated July 16, 2009, the inspections 

required by paragraph (g) of this final 

rule cannot be accomplished. We have 

changed paragraph (j)(1)(i) of this final 

rule to specify ‘‘Installation of a timelimited repair ends the repetitive 

inspections required by paragraph (g) of 

this final rule for the repaired area 

only.’’ We have also added a reference 

to paragraph (j)(1)(i) of this final rule in 

paragraph (g) of this final rule to specify 

that the actions specified in paragraph 

(j)(1)(i) of this final rule terminate the 

repetitive inspections. 

Additional Changes Made to This Final 

Rule 

We have removed paragraph (b)(2) of 

the SNPRM (77 FR 61550, October 10, 

2012) from this final rule, because the 

ADs that were identified in paragraph 

(b)(2) of the SNPRM are not ‘‘affected’’ 

by this AD. We have also redesignated 

paragraph (b)(1) of the SNPRM as 

paragraph (b) of this final rule. These 

changes do not affect the intent of this 

AD. 

We have revised the wording in 

paragraph (n) 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 this 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 SNPRM (77 FR 

61550, October 10, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 61550, 

October 10, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimated that 903 airplanes of 

U.S. registry are affected by AD 2004– 

18–06, Amendment 39–13784 (69 FR 

54206, September 8, 2004). 

The inspections of the crown area that 

are retained from AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), take about 94 workhours per airplane to accomplish, at an 

average labor rate of $85 per work-hour. 

Based on these figures, the estimated 

cost of the retained inspections is 

$7,990 per airplane, per inspection 

cycle. 

The inspections of the lower lobe area 

that are retained from AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), take about 96 workhours per airplane to accomplish, at an 

average labor rate of $85 per work-hour. 

Based on these figures, the estimated 

cost of the retained inspections is 


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$8,160 per airplane, per inspection 

cycle. 

Should an operator elect to install the 

preventive modification specified in AD 

2004–18–06, Amendment 39–13784 (69 

FR 54206, September 8, 2004), it will 

take about 108 work-hours per airplane 

to accomplish, at an average labor rate 

of $85 per work-hour. Based on these 

figures, the estimated cost of the 

modification is $9,180 per airplane. 

We estimate that this AD affects about 

701 airplanes of U.S. registry. 

The new inspections take about 27 

work-hours per airplane, at an average 

labor rate of $85 per work-hour. Based 

on these figures, the estimated cost of 

the new actions specified in this AD for 

U.S. operators is $1,608,795, or $2,295 

per airplane, per inspection cycle. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

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 

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. 

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) 

2004–18–06, Amendment 39–13784 (69 

FR 54206, September 8, 2004), and 

adding the following new AD: 

2013–18–08 The Boeing Company: 

Amendment 39–17581; Docket No. 

FAA–2011–0155; Directorate Identifier 

2009–NM–141–AD. 

(a) Effective Date 

This AD is effective November 6, 2013. 

(b) Affected ADs 

This AD supersedes AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–200, –200C, –300, –400, and –500 

series airplanes, certificated in any category, 

as identified in Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by new findings of 

vertical cracks along chem-milled steps 

adjacent to the butt joints. We are issuing this 

AD to detect and correct fatigue cracking of 

the skin panels, which could result in 

sudden fracture and failure of the skin panels 

of the fuselage, and consequent rapid 

decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained External Detailed and Eddy 

Current Inspections 

This paragraph restates the requirements of 

paragraph (a) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with revised service 

information. For Groups 1 through 5 

airplanes identified in Boeing Alert Service 

Bulletin 737–53A1210, Revision 1, dated 

October 25, 2001: Before the accumulation of 

35,000 total flight cycles, or within 4,500 

flight cycles after October 13, 2004 (the 

effective date of AD 2004–18–06), whichever 

is later, do external detailed and eddy current 

inspections of the crown area and other 

known areas of fuselage skin cracking, in 

accordance with Part 1 and Figure 1 of the 

Work Instructions of Boeing Alert Service 

Bulletin 737–53A1210, Revision 1, dated 

October 25, 2001; or in accordance with Part 

1 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009; except as 

provided by paragraph (o) of this AD. Repeat 

the external detailed and eddy current 

inspections at intervals not to exceed 4,500 

flight cycles until paragraph (i), (j)(1)(i), 

(j)(1)(ii), (k), (l), or (m) of this AD has been 

done, as applicable. Although paragraph 1.D. 

of Boeing Alert Service Bulletin 737– 

53A1210, Revision 1, dated October 25, 2001, 

references a reporting requirement, such 

reporting is not required by this AD. 

Accomplishing the actions required by 

paragraph (p) or (q) of this AD ends the 

repetitive requirements in this paragraph. 

(h) Retained External Detailed Inspection 

With Reduced Compliance Time 

This paragraph restates the requirements of 

paragraph (b) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with reduced 

compliance time and revised service 

information. For all airplanes identified in 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001: Before 

the accumulation of 40,000 total flight cycles, 

or within 4,500 flight cycles after October 13, 

2004 (the effective date of AD 2004–18–06), 

whichever is later, do an external detailed 

inspection of the lower lobe area and section 

41 of the fuselage for cracking, in accordance 

with Part 2 and Figure 2 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001; or in accordance with Part 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009; except as provided by 

paragraph (o) of this AD. Repeat the 

inspection thereafter at intervals not to 

exceed 9,000 flight cycles until the actions 

specified in paragraph (j)(2) or paragraph (k), 

as applicable, of this AD have been done. 

Accomplishing the actions required by 

paragraph (s) of this AD ends the 

requirements in this paragraph. 

(i) Retained Preventive Modification at 

Stringer 12 

This paragraph restates the requirements of 

paragraph (c) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with revised service 

information. For Groups 3 and 5 airplanes 

identified in Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001: If no cracking is found during any 

inspection required by paragraph (g) of this 

AD, doing the preventive modification of the 

chem-milled pockets in the upper skin, as 


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specified in Part 5 of the Work Instructions 

of Boeing Alert Service Bulletin 737– 

53A1210, Revision 1, dated October 25, 2001; 

or as specified in Part 7 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, except as required by paragraph (x) of 

this AD; ends the repetitive external detailed 

and eddy current inspections required by 

paragraph (g) of this AD for the modified area 

only. As of the effective date of this AD, use 

only Boeing Alert Service Bulletin 737– 

53A1210, Revision 3, dated July 16, 2009, to 

do the actions required by this paragraph. 

(j) Retained Corrective Actions 

This paragraph restates the requirements of 

paragraph (d) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with revised service 

information. If any cracking is found during 

any inspection required by paragraph (g), (h), 

(p), (q), or (s) of this AD, before further flight, 

do the actions specified in paragraphs (j)(1) 

and (j)(2) of this AD, as applicable, in 

accordance with the Work Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001; or in 

accordance with the Work Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009. As of the 

effective date of this AD, use only Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, to do the 

actions required by this paragraph. Where 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001; or Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009; specify to 

contact Boeing for repair instructions, before 

further flight, repair in accordance with a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

in accordance with data meeting the type 

certification basis of the airplane if it is 

approved by the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) or any other person 

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. 

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

this AD, for cracking of the crown area, do 

the repair specified in either paragraph 

(j)(1)(i) or (j)(1)(ii) of this AD. 

(i) Do a time-limited repair in accordance 

with Part 4 of the Work Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001; or in 

accordance with Part 6 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, except as required by paragraph (x) of 

this AD; then do the actions required by 

paragraph (l) of this AD at the times specified 

in that paragraph. Installation of a timelimited repair ends the repetitive inspections 

required by paragraph (g) of this AD for the 

repaired area only. 

(ii) Do a permanent repair in accordance 

with Part 3 of the Work Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001; or in 

accordance with Part 5 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009. Installation of a permanent repair ends 

the repetitive inspections required by 

paragraph (g) of this AD for the repaired area 

only. Installation of the lap joint repair 

specified in paragraph (g) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), is considered acceptable for 

compliance with the corresponding 

permanent repair specified in this paragraph 

for the repaired areas only. 

(2) Except as provided by paragraph (k) of 

this AD, for cracking of the lower lobe area 

and section 41, repair in accordance with 

Part 2 of the Work Instructions of Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 1, dated October 25, 2001; or in 

accordance with paragraph (j)(2)(i) or (j)(2)(ii) 

of this AD. Accomplishment of this repair 

ends the repetitive inspections required by 

paragraph (h) of this AD for the repaired area 

only. As of the effective date of this, do the 

repair specified in paragraph (j)(2)(i) or 

(j)(2)(ii) of this AD. 

(i) Do a time-limited repair in accordance 

with Part 6 of the Work Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, except as 

required by paragraph (x) of this AD, then do 

the actions required by paragraph (l) of this 

AD at the times specified in that paragraph. 

(ii) Do a permanent repair in accordance 

with Part 5 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009. 

(k) Retained Optional Repair Method 

This paragraph restates the requirements of 

paragraph (e) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with revised service 

information. For cracking in any area 

specified in paragraphs (j)(1) and (j)(2) of this 

AD within the limitations of the applicable 

structural repair manual (SRM) specified in 

paragraphs (k)(1) through (k)(4) of this AD, 

repair any cracks, in accordance with a 

method approved by the Manager, Seattle 

ACO; or in accordance with data meeting the 

type certification basis of the airplane if it is 

approved by the Boeing Commercial 

Airplanes ODA or any other person 

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. 

Accomplishment of the applicable repair 

terminates the repetitive inspections required 

by paragraphs (g) and (h) of this AD for the 

repaired area only. Guidance on repairing the 

cracking can be found in the applicable SRM 

specified in paragraphs (k)(1) through (k)(4) 

of this AD. 

(1) For Model 737–100, –200 series 

airplanes: Figure 48, General Fuselage Skin 

Repair, of Subject 53–30–3, Skin Repair, of 

Chapter 53, Fuselage, of the Boeing 737–100/ 

–200 SRM D6–15565, Revision 102, dated 

September 10, 2010. 

(2) For Model 737–300 series airplanes: 

Repair 31, General Fuselage Skin Repairs, of 

Subject 53–00–01, Fuselage Skin—General, 

of Chapter 53, Fuselage, of the Boeing 737– 

300 SRM D6–37635, Revision 92, dated 

November 10, 2010. 

(3) For Model 737–400 series airplanes: 

Repair 31, General Fuselage Skin Repairs, of 

Subject 53–00–01, Fuselage Skin—General, 

of Chapter 53, Fuselage, of the Boeing 737– 

400 SRM D6–38246, Revision 75, dated 

November 10, 2010. 

(4) For Model 737–500 series airplanes: 

Repair 31, General Fuselage Skin Repairs, of 

Subject 53–00–01, Fuselage Skin—General, 

of Chapter 53, Fuselage, of the Boeing 737– 

500 SRM D6–38441, Revision 70, dated 

November 10, 2010. 

(l) Retained Follow-On and Corrective 

Actions 

This paragraph restates the requirements of 

paragraph (f) of AD 2004–18–06, Amendment 

39–13784 (69 FR 54206, September 8, 2004), 

with revised service information. If a timelimited repair is done, as specified in 

paragraph (j)(1)(i) or (j)(2)(i) of this AD: Do 

the actions specified in paragraphs (l)(1), 

(l)(2), and (l)(3) of this AD, at the times 

specified in paragraphs (l)(1), (l)(2), and (l)(3) 

of this AD, in accordance with the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001; or in accordance with the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009. 

(1) Within 3,000 flight cycles after doing 

the repair: Do the actions specified in 

paragraph (l)(1)(i) or (l)(1)(ii) of this AD. 

Then repeat the applicable inspection 

specified in paragraph (l)(1)(i) or (l)(1)(ii) of 

this AD at intervals not to exceed 3,000 flight 

cycles until permanent rivets are installed in 

the repaired area, which ends the repetitive 

inspections for this paragraph. As of the 

effective date of this AD, do only the 

inspections specified in paragraph (l)(1)(ii) of 

this AD. 

(i) For repairs done before the effective 

date of this AD: Do a detailed inspection of 

the repaired area for loose fasteners in 

accordance with Part 4 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001, or do the actions specified in paragraph 

(l)(1)(ii) of this AD. If any loose fastener is 

found, before further flight, replace with a 

new fastener, in accordance with the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001. 

(ii) For repairs done after the effective date 

of this AD: Do a detailed inspection of the 

repaired area for loose, damaged, and missing 

fasteners, in accordance with Part 6 of the 

Work Instructions of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009. If any loose, missing, or damaged 

fastener is found, before further flight, 

replace with a new fastener, in accordance 

with the Work Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009. 

(2) At the applicable time specified in 

paragraph (l)(2)(i) and (l)(2)(ii) of this AD: Do 

inspections of the repaired area for cracking 

in accordance with Part 4 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 


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2001; or in accordance with Part 6 of the 

Work Instructions of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009. If any cracking is found, before 

further flight, repair in accordance with a 

method approved by the Manager, Seattle 

ACO, or in accordance with data meeting the 

type certification basis of the airplane if it is 

approved by the Boeing Commercial 

Airplanes ODA or any other person 

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. 

(i) For repairs done before the effective 

date of this AD: Within 4,000 flight cycles 

after doing the repair, do the inspections. 

(ii) For repairs done on or after the 

effective date of this AD: Within 3,000 flight 

cycles after doing the repair, do the 

inspections. 

(3) At the earlier of the times specified in 

paragraphs (l)(3)(i) and (l)(3)(ii) of this AD: 

Make the repair permanent in accordance 

with Part 4 and Figure 20 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 1, dated October 25, 

2001, or do the permanent repair, in 

accordance with Part 5 of the Work 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, which ends the repetitive inspections 

for the repaired area only. As of the effective 

date of this AD, only Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009, may be used to make the repair 

permanent. 

(i) Within 10,000 flight cycles after doing 

the repair in accordance with Boeing Alert 

Service Bulletin 737–53A1210, Revision 1, 

dated October 25, 2001. 

(ii) At the later of the times specified in 

paragraphs (l)(3)(ii)(A) and (l)(3)(ii)(B) of this 

AD. 

(A) Within 6,000 flight cycles after doing 

the repair. 

(B) Within 1,000 flight cycles after the 

effective date of this AD. 

(m) Retained Optional Terminating Action 

for Repetitive Eddy Current Inspections 

This paragraph restates the requirements of 

paragraph (g) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004), with revised service 

information. Accomplishment of paragraph 

(b) or (c), as applicable, of AD 2003–14–06, 

Amendment 39–13225 (68 FR 42956, July 21, 

2003), before the effective date of this AD 

ends the repetitive eddy current inspections 

required by paragraph (g) of this AD for that 

skin panel only; however, the repetitive 

external detailed inspections required by 

paragraph (g) of this AD are still required for 

all areas. Accomplishing paragraph (b) or (c), 

as applicable, of AD 2003–14–06, on or after 

the effective date of this AD, does not end 

either the repetitive detailed or eddy current 

inspections required by paragraph (g) of this 

AD. 

(n) Retained Credit for Previous Actions 

This paragraph restates the provisions of 

paragraph (h) of AD 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 

September 8, 2004). This paragraph provides 

credit for actions specified by paragraphs (g), 

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

actions were done before October 13, 2004 

(the effective date of AD 2004–18–06), using 

Boeing Alert Service Bulletin 737–53A1210, 

dated December 14, 2000 (which is not 

incorporated by reference in this AD). 

(o) Retained Exception to Service Bulletin 

Procedures 

This paragraph restates the provision of 

paragraph (i) of AD 2004–18–06, Amendment 

39–13784 (69 FR 54206, September 8, 2004), 

with revised service information. For 

airplanes subject to the requirements of 

paragraphs (g) and (h) of this AD: Inspections 

are not required in areas that are spanned by 

an FAA-approved repair that has a minimum 

of 3 rows of fasteners above and below, or 

forward and aft of the chem-milled step, or 

repairs that have a minimum of 2 rows of 

fasteners above and below, or forward and aft 

of the chem-milled step, and have been 

installed in accordance with the 

requirements of paragraph (k) of this AD. If 

an external doubler covers the chem-milled 

step, but does not span it by a minimum of 

3 rows of fasteners above and below, or 

forward and aft, or does not have a minimum 

of 2 rows of fasteners above and below, and 

have been installed in accordance with the 

requirements of paragraph (k) of this AD: In 

lieu of requesting approval for an alternative 

method of compliance (AMOC), one option 

to comply with the inspection requirement of 

paragraphs (g) and (h) of this AD is to inspect 

all chem-milled steps covered by the repair 

using the method specified in the notes in 

Tables 1 through 6 of paragraph 1.E., 

‘‘Compliance,’’ and in accordance with the 

Work Instructions, of Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009. 

(p) For Certain Airplanes: New Repetitive 

External Detailed and Eddy Current 

Inspections of the Crown Area and Other 

Known Areas of Fuselage Skin Cracking, 

and Corrective Actions 

For Groups 1 through 5 and Groups 9 

through 21 airplanes identified in Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, on which the 

inspections required by paragraph (g) of this 

AD have been done before the effective date 

of this AD: Within 4,500 flight cycles after 

doing the most recent inspection required by 

paragraph (g) of this AD, or within 1,800 

flight cycles after the effective date of this 

AD, whichever is earlier; do external detailed 

and eddy current inspections of the crown 

area and other known areas of the fuselage 

skin cracking, in accordance with Part 1 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009; except as 

provided by paragraph (o) of this AD. Repeat 

the external detailed and eddy current 

inspections thereafter at intervals not to 

exceed 1,800 flight cycles. Accomplishing 

the inspections required by this paragraph 

ends the repetitive inspections required by 

paragraph (g) of this AD. Before further flight, 

do all applicable corrective actions as 

specified in paragraph (j) of this AD. For the 

locations specified in Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009, in lieu of doing detailed 

inspections, operators may do general visual 

inspections, provided that the general visual 

inspections are done at intervals not to 

exceed 1,000 flight cycles. 

(q) For Certain Other Airplanes: New 

Repetitive External Detailed and Eddy 

Current Inspections of the Crown Area and 

Other Known Areas of Fuselage Skin 

Cracking, and Corrective Actions 

For Groups 1 through 5 and 9 through 21 

airplanes identified in Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009, on which the inspections required 

by paragraph (g) of this AD have not been 

done before the effective date of this AD: 

Before the accumulation of 28,000 total flight 

cycles, or within 1,800 flight cycles after the 

effective date of this AD, whichever is later, 

do external detailed and eddy current 

inspections of the crown area and other 

known areas of fuselage skin cracking, in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as provided by 

paragraph (o) of this AD. Repeat the external 

detailed and eddy current inspections 

thereafter at intervals not to exceed 1,800 

flight cycles. Accomplishing the inspections 

required by this paragraph ends the repetitive 

inspections required by paragraph (g) of this 

AD. Before further flight, do all applicable 

corrective actions as specified in paragraph 

(j) of this AD. For the locations specified in 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, in lieu of 

doing detailed inspections, operators may do 

general visual inspections, provided that the 

general visual inspections are done at 

intervals not to exceed 1,000 flight cycles. 

(r) New Repetitive External Detailed and 

Eddy Current Inspections of the Fuselage 

Skin Along the Chem-Milled Steps of the 

Butt Joints, and Corrective Actions 

For Groups 1 through 5, and 9 through 21 

airplanes identified in Boeing Alert Service 

Bulletin 737–53A1210, Revision 3, dated July 

16, 2009: At the later of the times specified 

in paragraphs (r)(1) and (r)(2) of this AD, do 

external detailed and eddy current 

inspections for vertical cracks in the fuselage 

skin along the chem-milled steps of the butt 

joints, in accordance with Part 3 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as provided by 

paragraph (o) of this AD. Repeat the 

inspections thereafter at intervals not to 

exceed 1,800 flight cycles. If any cracking is 

found, before further flight, repair in 

accordance with Part 5 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009. Doing the repair 

terminates the repetitive inspections 

specified in this paragraph for the repaired 

area only. 

(1) Before the accumulation of 55,000 total 

flight cycles or 55,000 total flight hours, 

whichever occurs first. 

(2) Within 1,800 flight cycles after the 

effective date of this AD. 


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(s) New Repetitive Detailed and Eddy 

Current Inspections Along the Chem-Milled 

Lines of the Fuselage Skin of the Lower Lobe 

Area and Section 41, and Corrective Actions 

For Groups 1 through 21 airplanes 

identified in Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009: At the applicable time specified in 

paragraph (s)(1) or (s)(2) of this AD, do 

external detailed and eddy current 

inspections, as applicable, for horizontal 

cracks along the chem-milled lines of the 

fuselage skin of the lower lobe area and 

section 41, in accordance with Part 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as provided by 

paragraphs (o) and (x) of this AD. Repeat the 

inspections thereafter at intervals not to 

exceed 1,800 flight cycles. Accomplishing 

the inspections required by this paragraph 

ends the inspections required by paragraph 

(h) of this AD. Before further flight, do all 

applicable corrective actions as specified in 

paragraph (j) of this AD. For the locations 

specified in Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, in lieu of doing detailed inspections, 

operators may do general visual inspections, 

provided that the general visual inspections 

are done at intervals not to exceed 1,000 

flight cycles. 

(1) Before the accumulation of 35,000 total 

flight cycles. 

(2) Within 9,000 flight cycles after the most 

recent inspection required by paragraph (h) 

of this AD, or within 1,800 flight cycles after 

the effective date of this AD, whichever is 

earlier. 

(t) For Certain Airplanes: New Repetitive 

External Detailed and Eddy Current 

Inspections Along the Chem-Milled Lines of 

the Fuselage Skin of the Window Belt Area, 

and Corrective Actions 

For Groups 4, 11, and 16 airplanes 

identified in Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009: Before the accumulation of 25,000 total 

flight cycles or within 1,800 flight cycles 

after the effective date of this AD, whichever 

is later, do external detailed and eddy current 

inspections for horizontal cracks along the 

chem-milled lines of the fuselage skin of the 

fuselage window belt area, in accordance 

with Part 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, except as provided by paragraph (o) of 

this AD. Repeat the inspections thereafter at 

intervals not to exceed 1,800 flight cycles. If 

any cracking is found, before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (y) of this AD. Doing the repair 

terminates the repetitive inspections 

specified in this paragraph for the repaired 

area only. 

(u) For Certain Other Airplanes: New 

Repetitive External Detailed and Eddy 

Current Inspections Along the Chem-Milled 

Lines of the Fuselage Skin of the Window 

Belt Area, and Corrective Actions 

For Groups 3, 5, 9, 10, 12, 14, 15, 17, 18, 

19, 20, and 21 airplanes identified in Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009: Do the 

actions specified in paragraph (u)(1) or (u)(2) 

of this AD, as applicable. Part 7 (Figure 10) 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, specifies 

applying corrosion inhibiting compound 

(CIC) Boeing Material Specification (BMS) 3– 

23 to the surfaces of the repaired area. As an 

option to using CIC BMS 3–23, operators may 

use CIC BMS 3–35, which is equivalent to 

CIC BMS 3–23. 

(1) For airplanes on which the inspections 

required by paragraph (g) of this AD have 

been done before the effective date of this 

AD: Within 4,500 flight cycles after doing the 

most recent inspection required by paragraph 

(g) of this AD, or within 1,800 flight cycles 

after the effective date of this AD, whichever 

is earlier, do external detailed and eddy 

current inspections for horizontal cracks 

along the chem-milled lines of the fuselage 

skin of the fuselage window belt area, in 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as provided by 

paragraph (o) of this AD. Repeat the 

inspections thereafter at intervals not to 

exceed 1,800 flight cycles. If any cracking is 

found, before further flight, repair in 

accordance with Part 8 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as required by 

paragraph (x) of this AD. 

(2) For airplanes on which the inspections 

required by paragraph (g) of this AD have not 

been done before the effective date of this 

AD: Before the accumulation of 25,000 total 

flight cycles or within 1,800 flight cycles 

after the effective date of this AD, whichever 

is later, do external detailed and eddy current 

inspections for horizontal cracks along the 

chem-milled lines of the fuselage skin of the 

fuselage window belt area, in accordance 

with Part 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009. Repeat the inspections thereafter at 

intervals not to exceed 1,800 flight cycles. If 

any cracking is found, before further flight, 

repair in accordance with Part 8 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1210, Revision 3, 

dated July 16, 2009, except as required by 

paragraph (x) of this AD. 

(v) New Optional Repair 

For airplanes on which cracking is found 

during any inspection required by paragraph 

(p), (q), (r), or (s) of this AD, as applicable, 

doing the repair of the chem-milled area in 

the skin, as specified in Part 5 or Part 6 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, ends the 

repetitive external detailed and eddy current 

inspections required by paragraph (p), (q), (r), 

or (s) of this AD, as applicable, for the 

repaired area only. 

Note 1 to paragraph (v) of this AD: Part 8 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, specifies a 

post-repair inspection of the skin chemmilled crack repair at stringer 12; that 

inspection is not required by this AD. The 

damage tolerance inspections specified in 

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

Boeing Alert Service Bulletin 737–53A1210, 

Revision 3, dated July 16, 2009, may be used 

in support of compliance with section 

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

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

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

(w) New Optional Preventive Modification at 

Stringer 12 

For airplanes on which no cracking is 

found during any inspection required by 

paragraph (u) of this AD, doing the 

preventive modification of the chem-milled 

areas in the skin at stringer 12, as specified 

in Part 7 of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 737– 

53A1210, Revision 3, dated July 16, 2009, 

except as required by paragraph (x) of this 

AD, ends the repetitive external detailed and 

eddy current inspections required by 

paragraph (u) of this AD, for the modified 

areas common to stringer 12 only. Part 7 

(Figure 10) of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1210, Revision 3, dated July 16, 

2009, specifies applying CIC BMS 3–23 to the 

surfaces of the repaired area. As an option to 

using CIC BMS 3–23, operators may use CIC 

BMS 3–35, which is equivalent to CIC BMS 

3–23. 

(x) Exception to Service Information 

Where Boeing Alert Service Bulletin 737– 

53A1210, Revision 3, dated July 16, 2009, 

specifies to contact Boeing for repair 

instructions, before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (y) of 

this AD. 

(y) Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (z)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@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 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 2004–18–06, 

Amendment 39–13784 (69 FR 54206, 


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Federal Register / Vol. 78, No. 191 / Wednesday, October 2, 2013 / Rules and Regulations 60667 

September 8, 2004), are approved as AMOCs 

for the corresponding provisions of this AD. 

(5) Inspections and corrective actions 

required by paragraph (g) of AD 2009–21–01, 

Amendment 39–16038 (74 FR 52395, October 

13, 2009), are approved as AMOCs for the 

corresponding provisions of paragraph(s) of 

this AD, but only for the areas of the lower 

lobe skin identified in AD 2009–21–01. 

(z) 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) Service information that is referenced 

in this AD that is not incorporated by 

reference in this AD may be obtained at the 

addresses identified in paragraphs (aa)(5) and 

(aa)(6) of this AD. 

(aa) 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 for IBR on November 6, 2013. 

(i) Boeing Alert Service Bulletin 737– 

53A1210, Revision 3, dated July 16, 2009. 

(ii) Figure 48, General Fuselage Skin 

Repair, of Subject 53–30–3, Skin Repair, of 

Chapter 53, Fuselage, of the Boeing 737–100/ 

–200 SRM D6–15565, Revision 102, dated 

September 10, 2010. The revision level of 

this document is identified in only the 

transmittal letter; no other page of the 

document contains this information. 

(iii) Repair 31, General Fuselage Skin 

Repairs, of Subject 53–00–01, Fuselage 

Skin—General, of Chapter 53, Fuselage, of 

the Boeing 737–300 SRM D6–37635, Revision 

92, dated November 10, 2010. The revision 

level of this document is identified in only 

the transmittal letter; no other page of the 

document contains this information. 

(iv) Repair 31, General Fuselage Skin 

Repairs, of Subject 53–00–01, Fuselage 

Skin—General, of Chapter 53, Fuselage, of 

the Boeing 737–400 SRM D6–38246, Revision 

75, dated November 10, 2010. The revision 

level of this document is identified in only 

the transmittal letter; no other page of the 

document contains this information. 

(v) Repair 31, General Fuselage Skin 

Repairs, of Subject 53–00–01, Fuselage 

Skin—General, of Chapter 53, Fuselage, of 

the Boeing 737–500 SRM D6–38441, Revision 

70, dated November 10, 2010. The revision 

level of this document is identified in only 

the transmittal letter; no other page of the 

document contains this information. 

(4) The following service information was 

approved for IBR on October 13, 2004 (69 FR 

54206, September 8, 2004). 

(i) Boeing Alert Service Bulletin 737– 

53A1210, Revision 1, excluding Appendix A, 

dated October 25, 2001. 

(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, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(6) You may view this 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. 

(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 August 

16, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–24034 Filed 10–1–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0360; Directorate 

Identifier 2013–NM–033–AD; Amendment 

39–17591; AD 2013–19–09] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2012–26– 

51 for all Airbus Model A318, A319, 

A320, and A321 series airplanes. AD 

2012–26–51 required revising the 

airplane flight manual (AFM) to advise 

the flightcrew of emergency procedures 

for addressing angle of attack (AoA) 

sensor blockage, and also provided for 

optional terminating action for the AFM 

revision, which involves replacing AoA 

sensor conic plates with AoA sensor flat 

plates. This new AD requires replacing 

AoA sensor conic plates with AoA 

sensor flat plates, and subsequent 

removal of the AFM revision. This AD 

was prompted by a determination that 

replacement of AoA sensor conic plates 

is necessary to address the identified 

unsafe condition. We are issuing this 

AD to prevent reduced control of the 

airplane. 

DATES: This AD becomes effective 

November 6, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 6, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 24, 2013 (78 FR 

1723, January 9, 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: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1405; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on May 2, 2013 (78 FR 25666), 

and proposed to supersede AD 2012– 

26–51, Amendment 39–17312 (78 FR 

1723, January 9, 2013). The NPRM 

proposed to correct an unsafe condition 

for the specified products. The 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2013–0022, 

dated February 1, 2013 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Recently, an Airbus A330 aeroplane 

equipped with Angle of Attack (AoA) sensors 

with conic plates installed, experienced 

blockage of all sensors during climb, leading 

to autopilot disconnection and activation of 

the alpha protection (Alpha Prot) when Mach 

number was increased. 

Based on the results of the subsequent 

analysis, it is suspected that these conic 

plates may have contributed to the event. 

Investigations are on-going to determine what 

caused the blockage of these AoA sensors. 

Blockage of two or three AoA sensors at the 

same angle may cause the Alpha Prot of the 

normal law to activate. Under normal flight 

conditions (in normal law), if the Alpha Prot 

activates and Mach number increases, the 

flight control laws order a pitch down of the 

aeroplane that the flight crew may be unable 


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