Federal Register / Vol. 76, No. 170 / Thursday, September 1, 2011 / Proposed Rules 54399 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this 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 adding 

the following new airworthiness 

directive (AD): 

Lycoming Engines (Type Certificate 

previously held by Textron Lycoming) 

Reciprocating Engines: Docket No. FAA– 

2011–0533; Directorate Identifier 2011– 

NE–16–AD. 

Comments Due Date 

(a) We must receive comments by October 

17, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the Lycoming 

Engines reciprocating engines listed in Table 

1 of this AD, with carburetor part numbers 

listed in Table 2 of this AD. 

TABLE 1—AFFECTED LYCOMING ENGINE MODELS

O–320–D1D O–360–A1G6D O–360–A1H6 

O–360–A2G O–360–A4G O–360–A4J 

O–360–A4K O–360–C4F O–360–E1A6D 

O–360–F1A6 HO–360–C1A LO–360–A1G6D 

LO–360–A1H6 LO–360–E1A6D TO–360–C1A6D 

O–540–J3C5D O–540–L3C5D N/A 

TABLE 2—PART NUMBERS (INCLUDING ALL DASH NUMBERS) OF KNOWN AFFECTED HA–6 MODEL CARBURETORS

10–5219–XX 10–5224–XX 10–5230–XX 10–5235–XX 10–5253–XX 

10–5255–XX 10–5283–XX 10–6001–XX 10–6019–XX 10–6030–XX 

Unsafe Condition 

(d) This AD was prompted by a report of 

a ‘‘machined-from-billet’’ HA–6 carburetor 

having a loose mixture control sleeve that 

rotated in the carburetor body causing 

restriction of fuel and power loss. We are 

issuing this AD to prevent engine in-flight 

shutdown, power loss, and reduced control 

of the airplane. 

Compliance 

(e) Comply with this AD within 50 flight 

hours after the effective date of this AD, 

unless already done. 

Inspection 

(f) Inspect the carburetor to determine the 

type of body the carburetor has. Use MarvelSchebler Emergency Service Bulletin (SB) 

No. SB–18, dated October 14, 2010, Figure (3) 

to determine which type of body is used. 

(g) If the carburetor has a die-cast body, no 

further action is required. 

(h) If the carburetor has an affected 

‘‘machined-from-billet’’ body, remove the 

carburetor; and replace the carburetor with: 

(i) An HA–6 carburetor not listed in Table 

2 of this AD; or 

(ii) An HA–6 carburetor that is listed in 

Table 2 but is exempted as described in 

paragraphs 1.A. and 1.B of Marvel-Schebler 

Emergency SB No. SB–18, dated October 14, 

2010; or that has already been repaired using 

that Emergency SB. 

Alternative Methods of Compliance 

(AMOCs) 

(i) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(j) For more information about this AD, 

contact Neil Duggan, Aerospace Engineer, 

Propulsion, Atlanta Aircraft Certification 

Office, FAA, Small Airplane Directorate; 

1701 Columbia Avenue, College Park, 

Georgia 30337; phone: (404) 474–5576; fax: 

(404) 474–5606; e-mail: neil.duggan@faa.gov. 

(k) For service information identified in 

this AD, contact Marvel-Schebler Aircraft 

Carburetors LLC, 125 Piedmont Avenue, 

Gibsonville, NC 27249; phone: 336–446– 

0002; fax: 336–446–0007; e-mail: 

customerservice@msacarbs.com; Web site: 

http://www.msacarbs.com. You may review 

copies of the referenced service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA. For information on the availability of 

this material at the FAA, call 781–238–7125. 

Issued in Burlington, Massachusetts, on 

August 24, 2011. 

Thomas A. Boudreau, 

Acting Manager, Engine & Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–22351 Filed 8–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0914; Directorate 

Identifier 2010–NM–166–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to certain Model 737–300, 


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–400, and –500 series airplanes. The 

existing AD currently requires repetitive 

external non-destructive inspections to 

detect cracks in the fuselage skin along 

the chem-mill step at stringers S–1 and 

S–2 right, between station (STA) 827 

and STA 847, and repair if necessary. 

Since we issued that AD, we have 

received reports of additional crack 

findings of the fuselage crown skin at 

the chem-milled steps. This proposed 

AD would add inspections for cracking 

in additional fuselage crown skin 

locations, and repair if necessary. This 

proposed AD would also reduce the 

inspection thresholds for certain 

airplanes, extend certain repetitive 

inspection intervals, and add airplanes 

to the applicability of the existing AD. 

We are proposing this AD to detect and 

correct fatigue cracking of the fuselage 

skin panels at the chem-milled steps, 

which could result in sudden fracture 

and failure of the fuselage skin panels, 

and consequent rapid decompression of 

the airplane. 

DATES: We must receive comments on 

this proposed AD by October 17, 2011. 

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; e-mail 

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: 

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; e-mail: 

wayne.lockett@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–2011–0914; Directorate Identifier 

2010–NM–166–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On December 21, 2009, we issued AD 

2010–01–09, Amendment 39–16167 (75 

FR 1527, January 12, 2010), for certain 

Model 737–300, ¥400, and ¥500 series 

airplanes. That AD requires repetitive 

external non-destructive inspections to 

detect cracks in the fuselage skin along 

the chem-mill step at stringers S–1 and 

S–2 right, between STA 827 and STA 

847, and repair if necessary. That AD 

resulted from a report of a hole in the 

fuselage skin common to stringers S–1 

and S–2 left, between STA 827 and STA 

847, on an airplane that diverted to an 

alternate airport due to cabin 

depressurization and subsequent 

deployment of the oxygen masks. We 

issued that AD to detect and correct 

fatigue cracking of the fuselage skin 

panels at the chem-milled steps, which 

could result in sudden fracture and 

failure of the fuselage skin panels, and 

consequent rapid decompression of the 

airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 2010–01–09, we 

have received reports of new findings of 

cracking in the fuselage crown skin at 

the horizontal chem-milled steps at 

locations between body stations 259.5 

and 1016 and between stringers S–10L 

and S–10R. The cause of the cracking is 

under investigation. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1301, Revision 2, 

dated April 25, 2011. Boeing Alert 

Service Bulletin 737–53A1301, dated 

September 3, 2009, was referred to for 

accomplishing the actions in the 

existing AD. We also reviewed Boeing 

Alert Service Bulletin 737–53A1301, 

Revision 1, dated June 7, 2010. Revision 

1 of this service bulletin adds 

inspections for cracking in additional 

fuselage crown skin locations, and 

repair if necessary; it reduces the 

inspection threshold for certain 

airplanes; extends certain repetitive 

inspection intervals; and adds airplanes 

to the effectivity (Model 737–200 and 

¥200C series airplanes, and Model 

737–300, ¥400, and ¥500 series 

without ELT antenna provisions). The 

new inspection types specified in 

Revision 1 of this service bulletin are 

detailed inspections, and optional 

external nondestructive: ultrasonic 

phased array inspections. Revision 1 of 

this service bulletin also recommends 

contacting Boeing for inspection 

instructions for Group 26 airplanes. 

Revision 2 of this service bulletin 

specifies that no more work is necessary 

on airplanes changed as specified in 

Revision 1 of this service bulletin. 

Revision 2 of this service bulletin only 

includes minor editorial changes. 

Boeing Alert Service Bulletin 737– 

53A1301, Revision 2, dated April 25, 

2011; and Boeing Alert Service Bulletin 

737–53A1301, Revision 1, dated June 7, 

2010; specify that the compliance times 

for the initial inspections for Groups 2, 

8, and 10 airplanes at the ELT antenna 

provision at stringers S–1 and S–2R 

between BS 827 and BS 847, are at the 

latest of the following: Prior to the 

accumulation of 35,000 total flight 

cycles, or, depending on inspection 

locations, within 1,800 flight cycles 

after the issue date of the original issue 

or Revision 1 of this service bulletin, or 

within 1,800 flight cycles after the most 

recent inspection done in accordance 

with Boeing Alert Service Bulletin 737– 

53A1301, dated September 3, 2009. For 

Groups 1 through 12 airplanes, at the 

new inspection locations, the 

compliance times are prior to the 

accumulation of 35,000 total flight 


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cycles, or within 1,800 flight cycles after 

the issue date of Revision 1 of this 

service bulletin. For groups 1 through 

12, the repetitive inspection interval is 

1,800 flight cycles (for Option 1 

inspections) and 2,400 flight cycles (for 

Option 2 inspections). For airplanes on 

which the inspection procedure is 

changed from Option 2 to Option 1, the 

first Option 1 inspection must be done 

within 2,400 flight cycles after doing the 

Option 2 inspection. For airplanes on 

which the inspection procedure is 

changed from Option 1 to Option 2, the 

first two Option 2 inspections must be 

done within 1,800 flight cycles. 

Boeing Alert Service Bulletin 737– 

53A1301, Revision 2, dated April 25, 

2011; specifies that the compliance 

times for the initial inspections for 

Groups 13 through 18 and 21 through 25 

airplanes at the ELT antenna provision 

at stringers S–1 and S–2R, between BS 

827 and BS 847, are as follows: 

• For airplanes on which the 

inspections specified in Boeing Alert 

Service Bulletin 737–53A1301, dated 

September 3, 2009; or Revision 1, dated 

June 7, 2010; have been done: At the 

latest of the following, prior to the 

accumulation of 33,000 total flight 

cycles, or within 500 flight cycles after 

the most recent inspection done in 

accordance with Boeing Alert Service 

Bulletin 737–53A1301, dated September 

3, 2009; or Revision 1, dated June 7, 

2010. 

• For airplanes on which the 

inspections specified in Boeing Alert 

Service Bulletin 737–53A1301, dated 

September 3, 2009; or Revision 1, dated 

June 7, 2010; have not been done: Prior 

to the accumulation of 33,000 total 

flight cycles, or within 500 flight cycles 

after the issue date of Revision 2 of this 

service bulletin, whichever occurs later. 

For Groups 13 through 25, Boeing 

Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011; 

specifies that the compliance times for 

the initial inspections for Groups 13 

through 25 airplanes at the new 

inspection locations are as follows: Prior 

to the accumulation of 33,000 total 

flight cycles, or within 500 flight cycles 

after the issue date of Revision 1 of 

Boeing Alert Service Bulletin 737– 

53A1301, whichever occurs later. 

For Groups 13 through 25, Boeing 

Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011; 

specifies that the repetitive inspection 

interval is 500 flight cycles (for Option 

1) and 1,000 flight cycles (for Option 2). 

For airplanes on which the inspection 

procedure is changed from Option 2 to 

Option 1, the first Option 1 inspection 

must be done within 1,000 flight cycles 

after doing the Option 2 inspection. For 

airplanes on which the inspection 

procedure is changed from Option 1 to 

Option 2, the first two Option 2 

inspections must be done within 500 

flight cycles. 

For Group 26 airplanes, Boeing Alert 

Service Bulletin 737–53A1301, Revision 

2, dated April 25, 2011, specifies 

contacting Boeing to obtain engineering 

and accomplishment instructions for 

certain inspections. 

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 the 

requirements of AD 2010–01–09, and 

would add inspections for cracking in 

additional fuselage crown skin 

locations, and repair if necessary. This 

proposed AD would also reduce the 

inspection thresholds for certain 

airplanes, extend certain repetitive 

inspection intervals, and add airplanes 

to the applicability of AD 2010–01–09. 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously. 

Interim Action 

We consider this proposed AD 

interim action. If final action is later 

identified, we might consider further 

rulemaking then. 

Costs of Compliance 

We estimate that this proposed AD 

affects 654 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspection in AD 2010– 

01–09.

2 ...................................... $85 $170 per inspection cycle 135 $22,950 per inspection 

cycle. 

New inspection in this 

proposed AD.

Between 2 and 30 .......... 85 Between $170 and 

$2,550 per inspection 

cycle.

654 Between $111,180 and 

$1,667,700 per inspection cycle. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 


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(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) 

2010–01–09, Amendment 39–16167 (75 

FR 1527, January 12, 2010), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0914; Directorate Identifier 2010– 

NM–166–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by October 17, 2011. 

Affected ADs 

(b) This AD supersedes AD 2010–01–09, 

Amendment 39–16167. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–200, ¥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 

additional crack findings of the fuselage 

crown skin at the chem-milled steps. We are 

issuing this AD to detect and correct fatigue 

cracking of the fuselage skin panels at the 

chem-milled steps, which could result in 

sudden fracture and failure of the fuselage 

skin panels, and consequent rapid 

decompression of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Restatement of Requirements of AD 2010– 

01–09, Amendment 39–16167 

Initial and Repetitive Inspections 

(g) For airplanes identified in Boeing Alert 

Service Bulletin 737–53A1301, dated 

September 3, 2009: Before the accumulation 

of 35,000 total flight cycles, or within 500 

flight cycles after February 16, 2010 (the 

effective date of AD 2010–01–09), whichever 

occurs later, except as provided by paragraph 

(i) of this AD, do an external non-destructive 

inspection (NDI) to detect cracks in the 

fuselage skin along the chem-mill steps at 

stringers S–1 and S–2 right, between station 

(STA) 827 and STA 847, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1301, dated 

September 3, 2009; or Boeing Alert Service 

Bulletin 737–53A1301, Revision 2, dated 

April 25, 2011. If no cracking is found, repeat 

the inspection thereafter at intervals not to 

exceed 500 flight cycles; except as provided 

by paragraphs (i) and (n) of this AD. 

Accomplishing the inspections required by 

paragraph (j) of this AD terminates the 

inspections required by this paragraph. 

Repair 

(h) If any crack is found during any 

inspection required by paragraph (g) of this 

AD, and Boeing Alert Service Bulletin 737– 

53A1301, dated September 3, 2009; or Boeing 

Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011; specifies to 

contact Boeing for repair instructions: Before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (q) of this AD. 

Optional Terminating Action for Repetitive 

Inspections in Paragraph (g) of This AD 

(i) Installing an external repair doubler 

along the chem-milled steps at stringers S– 

1 and S–2 right, between STA 827 and STA 

847, constitutes terminating action for the 

repetitive inspections required by paragraph 

(g) of this AD for the repaired area only, 

provided all of the conditions specified in 

paragraphs (i)(1), (i)(2), and (i)(3) of this AD 

are met. 

(1) The repair is installed after September 

3, 2009; 

(2) The repair was approved by the FAA 

or by a Boeing Company Authorized 

Representative or the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) that has been 

authorized by the Manager, Seattle Aircraft 

Certification Office (ACO) to make such 

findings; and 

(3) The repair extends a minimum of three 

rows of fasteners on each side of the chemmill line in the circumferential direction. 

New Inspections Including Additional 

Locations and Reduced Inspection Intervals 

Groups 1 Through 25: Initial and Repetitive 

Inspections 

(j) For Groups 1 through 25 airplanes 

identified in Boeing Alert Service Bulletin 

737–53A1301, Revision 2, dated April 25, 

2011: Except as provided by paragraph (k) of 

this AD, at the applicable time specified in 

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

Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011, do the 

applicable inspections required by 

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

accordance with paragraphs 3.B.1 through 

3.B.25 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011. If no 

cracking is found, repeat the applicable 

inspections thereafter at the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1301, Revision 2, dated 

April 25, 2011; except as provided by 

paragraphs (m) and (n) of this AD. Doing the 

inspections required by this paragraph 

terminates the inspections required by 

paragraph (g) of this AD. 

(1) For Groups 2, 8, 10, 13 through 18, and 

21 through 25 airplanes: Do a detailed 

inspection and an external non-destructive 

inspection (NDI) (medium frequency eddy 

current inspection, magneto optical imaging 

inspection, c-scan inspection, or ultrasonic 

phased array inspection) for cracking in the 

fuselage skin at the chem-mill steps at S–1 

and S–2R between STA 827 and STA 847, as 

identified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1301, Revision 2, dated April 25, 

2011. 

(2) For Groups 1 through 25 airplanes: Do 

a detailed inspection and an external NDI 

(medium frequency eddy current inspection; 

magneto optical imaging inspection, c-scan 

inspection, or ultrasonic phased array 

inspection) for cracking in the fuselage skin 

at the chem-mill steps at the specified 

locations other than at S–1 and S–2R 

between STA 827 and STA 847, as identified 

in the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011. 

Note 1: Option 1 of Boeing Alert Service 

Bulletin 737–53A1301, Revision 2, dated 

April 25, 2011, specifies a detailed 

inspection, and one additional inspection 

(external NDI, medium frequency eddy 

current inspection, magneto optical imaging 

inspection, or c-scan inspection). Option 2 

specifies a detailed inspection and an 

external ultrasonic phased array inspection. 

These options have different compliance 

times after the initial inspection. 

(k) Where Boeing Alert Service Bulletin 

737–53A1301, Revision 2, dated April 25, 

2011, specifies a compliance time after ‘‘the 

date of Revision 1,’’ or ‘‘the date of Revision 

2’’ of that service bulletin, this AD requires 

compliance within the specified time after 

the effective date of this AD. 

Repair 

(l) If any crack is found during any 

inspection required by paragraph (j) of this 

AD: Before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (q) of 

this AD. Doing the repair ends the repetitive 

inspections required by paragraph (j) for the 

repaired area only. 

Optional Terminating Action for Repetitive 

Inspections 

(m) Installing an external repair doubler 

along the chem-milled steps at any location 

identified in Boeing Alert Service Bulletin 

737–53A1301, Revision 2, dated April 25, 

2011, constitutes terminating action for the 

repetitive inspections required by paragraph 

(j) of this AD for the repaired area only, 

provided all of the conditions specified in 


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paragraphs (m)(1), (m)(2), and (m)(3) of this 

AD are met. 

(1) The repair is installed after the 

applicable date specified in paragraph 

(m)(1)(i) and (m)(1)(ii) of this AD. 

(i) For repairs at S–1 and S–2R between 

STA 827 and STA 847: Installed after 

September 3, 2009. 

(ii) For repairs at locations other than at S– 

1 and S–2R between STA 827 and STA 847: 

Installed after June 7, 2010. 

(2) The repair was approved by the FAA 

or by a Boeing Company Authorized 

Representative or the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) that has been 

authorized by the Manager, Seattle Aircraft 

Certification Office (ACO) to make such 

findings; and 

(3) The repair extends a minimum of three 

rows of fasteners on each side of the chemmill line in the circumferential direction. 

(n) Accomplishing a modification of the 

chem-milled steps at any location identified 

in Boeing Alert Service Bulletin 737– 

53A1301, Revision 2, dated April 25, 2011, 

using a method approved in accordance with 

the procedures specified in paragraph (q)(1) 

of this AD, terminates the repetitive 

inspections required by paragraphs (g) and (j) 

of this AD for the modified area only. 

Group 26 Airplanes 

(o) For Group 26 airplanes identified in 

Boeing Alert Service Bulletin 737–53A1301, 

Revision 2, dated April 25, 2011: Within 

1,800 flight cycles after the effective date of 

this AD, accomplish applicable inspections 

and corrective action, as identified in the 

service bulletin, using a method approved in 

accordance with the procedures specified in 

paragraph (q)(1) of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(p) Actions done before the effective date 

of this AD in accordance with Boeing Alert 

Service Bulletin 737–53A1301, Revision 1, 

dated June 7, 2010, are acceptable for 

compliance with the corresponding 

requirements of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

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

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes 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. 

Related Information 

(r) 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; e-mail: wayne.lockett@faa.gov. 

(s) 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; e-mail 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. 

Issued in Renton, Washington, on August 

25, 2011. 

Ali Bahrami, 

Manager Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–22370 Filed 8–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0954; Directorate 

Identifier 2011–CE–028–AD] 

RIN 2120–AA64 

Airworthiness Directives; PIAGGIO 

AERO INDUSTRIES S.p.A Model 

PIAGGIO P–180 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Some lock sleeves (part number (P/N) 

114146681), which were installed in some 

Main Landing Gear (MLG) actuators, had 

been incorrectly manufactured. 

If left uncorrected, this condition could 

lead to failure to lock the MLG actuator or 

to its unlock from the correct position, with 

subsequent possible damage to the aeroplane 

and injuries to occupants during landing. 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by October 17, 2011. 

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 Piaggio Aero 

Industries S.p.A Airworthiness Office; 

Via Luigi Cibrario, 4–16154 Genova– 

Italy; telephone: +39 010 6481353; fax: 

+39 010 6481881; E-mail: 

airworthiness@piaggioaero.it. You may 

review copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

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: 

Mike Kiesov, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 

329–4090; e-mail: mike.kiesov@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. 


emcdonald on DSK2BSOYB1PROD with PROPOSALS