Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 38547 

PART 1033—MILK IN THE MIDEAST 

MARKETING AREA 

1. The authority citation for 7 CFR 

part 1033 continues to read as follows: 

Authority: 7 U.S.C. 601–674, and 7253. 

2. Amend § 1033.7 by revising 

paragraph (a) to read as follows: 

§ 1033.7 Pool Plant 

* * * * * 

(a) A distributing plant, other than a 

plant qualified as a pool plant pursuant 

to paragraph (b) of this section or 

§ ___.7(b) of any other Federal milk 

order, from which during the month 30 

percent or more of the total quantity of 

fluid milk products physically received 

at the plant (excluding concentrated 

milk received from another plant by 

agreement for other than class I use) are 

disposed of as route disposition or are 

transferred in the form of packaged fluid 

milk products to other distributing 

plants. At least 25 percent of such route 

disposition and transfers must be to 

outlets in the marketing area. Plants 

located within the marketing area that 

meet the 30 percent route disposition 

standard contained above, and have 

combined route disposition and 

transfers of at least 50 percent into 

Federal order marketing areas will be 

regulated as a distributing plant in this 

order. 

* * * * * 

Dated: June 22, 2012. 

David R. Shipman, 

Administrator, Agricultural Marketing 

Service. 

[FR Doc. 2012–15670 Filed 6–27–12; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0645; Directorate 

Identifier 2011–NM–052–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to all The Boeing Company 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. The 

existing AD currently requires repetitive 

inspections to detect cracking in the 

web of the aft pressure bulkhead at body 

station 1016 at the aft fastener row 

attachment to the ‘‘Y’’ chord, and 

corrective actions if necessary. That AD 

was prompted by several reports of 

fatigue cracking at that location, which 

could result in rapid decompression of 

the fuselage. Since we issued that AD, 

we have received additional reports of 

cracks found in the aft pressure 

bulkhead. This proposed AD would add 

various inspections for discrepancies at 

the aft pressure bulkhead, and related 

investigative and corrective actions if 

necessary. We are proposing this AD to 

detect and correct such fatigue cracking, 

which could result in rapid 

decompression of the fuselage. 

DATES: We must receive comments on 

this proposed AD by August 13, 2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

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

alan.pohl@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2012–0645; Directorate Identifier 

2011–NM–052–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On April 9, 1999, we issued AD 99– 

08–23, Amendment 39–11132 (64 FR 

19879, April 23, 1999), for all The 

Boeing Company Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes. That AD requires repetitive 

inspections of the web of the aft 

pressure bulkhead at body station 1016 

at the aft fastener row attachment to the 

‘‘Y’’ chord; and corrective actions, if 

necessary. That AD resulted from 

reports of fatigue cracking found at that 

location on The Boeing Company Model 

737 series airplanes. We issued that AD 

to detect and correct such fatigue 

cracking, which could result in rapid 

decompression of the fuselage. 

Actions Since Existing AD Was Issued 

Since we issued AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, 

April 23, 1999), we have received 

reports that cracks have been found in 

four general areas of the aft pressure 

bulkhead: In the web at the web-to-‘‘Y’’ 

chord interface, in the web at the outer 

circumferential tear strap, in the web 

near the dome cap, and in the ‘‘Z’’ 

stiffeners near the dome cap. Cracks 

have been reported in these new areas 

on airplanes that have accumulated 

between 21,246 and 68,000 total flight 

cycles, and between 17,500 and 61,000 

total flight hours. 


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38548 Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011. The service 

information describes procedures and 

compliance times for various 

inspections for discrepancies (including 

cracking, misdrilled fastener holes, 

elongated fastener holes, corrosion, oilcans, and existing repairs) at the aft 

pressure bulkhead, and related 

investigative and corrective actions if 

necessary, as follows: 

• Repetitive detailed and low 

frequency eddy current (LFEC) 

inspections of the aft side of the upper 

bulkhead web, or detailed and high 

frequency eddy current (HFEC) 

inspections from the forward side of the 

bulkhead, to detect cracks, incorrectly 

drilled fastener holes, or elongated 

fastener holes; and related investigative 

actions, including HFEC and detailed 

inspections to detect additional cracks, 

incorrectly drilled fastener holes, or 

elongated fastener holes on the section 

of the web of the forward side of the 

bulkhead. 

• Repetitive detailed, surface HFEC, 

and subsurface LFEC inspections to 

detect cracks, incorrectly drilled 

fastener holes, or elongated fastener 

holes of the lower bulkhead web from 

the forward or aft side of the bulkhead. 

• A one-time LFEC inspection to 

detect cracks on the aft side of the 

bulkhead of the web located under the 

outer circumferential tear strap, or a 

one-time HFEC inspection to detect 

cracks from the forward side of the 

bulkhead of the web located under the 

outer circumferential tear strap. 

• A detailed inspection from the aft 

side of the bulkhead for oil-canning, and 

related investigative actions. The related 

investigative actions include detailed 

and HFEC inspections for cracks, and a 

measurement of the depth and width of 

the oil-can. For airplanes on which oilcans are found within limits, the service 

information specifies an option of doing 

repetitive detailed and HFEC 

inspections for cracks of the oil-canning 

and eventual repair. Doing the repair 

terminates the repetitive inspections. 

• Repetitive eddy current inspections 

to detect cracks of the dome cap at the 

center of the bulkhead. 

• Repetitive HFEC inspections to 

detect cracks of the ‘‘Z’’ stiffener flanges 

at the dome cap in the center of the 

bulkhead. 

• A detailed inspection of the 

bulkhead web and of the stiffeners for 

existing repairs; and, depending on the 

findings, repetitive HFEC or LFEC 

inspections of the web for cracking; 

replacement of existing repairs with 

new repairs, and damage tolerance 

inspections. 

• The corrective actions include 

repairing discrepancies (including 

cracking, misdrilled fastener holes, 

elongated fastener holes, corrosion, oilcans, and existing repairs), or for certain 

discrepancies, contacting Boeing for 

repair instructions. 

• The initial compliance times vary 

depending on inspection type and area. 

The earliest initial inspection is within 

375 flight cycles after the effective date 

of this AD. The latest initial inspection 

is within 6,000 flight cycles or 24 

months after the effective date of this 

AD, whichever occurs first. 

The compliance times for the option, 

for airplanes on which oil-cans are 

found within limits, of doing repetitive 

detailed and HFEC inspections for 

cracks of the oil-canning and eventual 

repair are as follows: The initial 

inspections are done before further 

flight. The repetitive interval is 1,200 

flight cycles. The repair must be done 

within 12,000 flight cycles after the oilcan was found. 

The repetitive inspections range from 

intervals not to exceed 6,000 flight 

cycles to intervals not to exceed 12,000 

flight cycles, depending on the 

inspection type and area. 

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 all 

requirements of AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, 

April 23, 1999). This proposed AD 

would also require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Differences 

Between the Proposed AD and the 

Service Information.’’ 

Changes to Existing AD 

This proposed AD would retain all 

requirements of AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, 

April 23, 1999). Since AD 99–08–23 was 

issued, the AD format has been revised, 

and certain paragraphs have been 

rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

99–08–23, Amendment 39–11132 (64 

FR 19879, April 23, 

1999) 

Corresponding 

requirement in this 

proposed AD 

paragraph (a) paragraph (g) 

paragraph (b) paragraph (h) 

paragraph (c) paragraph (i) 

paragraph (d) paragraph (j) 

Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA). We have revised 

this proposed AD to delegate the 

authority to approve an alternative 

method of compliance for any repair 

required by this proposed AD to the 

Boeing Commercial Airplanes ODA 

rather than a Designated Engineering 

Representative (DER). 

We have revised the date of the 

document specified in paragraph (j)(1) 

of this proposed AD (which is a 

restatement of paragraph (d)(1) of AD 

99–08–23, Amendment 39–11132 (64 

FR 19879, April 23, 1999)), to November 

5, 1995, as specified in the 

‘‘Incorporation of Reference’’ paragraph 

of AD 99–08–23 (paragraph (g) of AD 

99–08–23). 

Differences Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 737– 

53A1214, Revision 4, dated December 

16, 2011, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 566 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 


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Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 38549 

ESTIMATED COSTS

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

LFEC [retained actions from AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, April 

23, 1999)].

8 work-hours × $85 per 

hour = $680.

$0 $680 ............................. $384,880. 

Detailed visual inspection [retained actions from 

AD 99–08-23, Amendment 39–11132 (64 FR 

19879, April 23, 1999)].

2 work-hours × $85 per 

hour = $170.

0 $170 ............................. $96,220. 

Detailed, HFEC, and LFEC inspections of the 

web at the ‘‘Y’’ chord of the bulkhead, the web 

located under the outer circumferential tear 

strap, the ‘‘Z’’ stiffeners at the dome cap, and 

existing repairs [new proposed action].

Up to 60 work-hours × 

$85 per hour = 

$5,100 per inspection 

cycle.

0 $5,100 per inspection 

cycle.

$2,886,600 per inspection cycle. 

We estimate the following costs to do 

any necessary on-condition inspections 

that would be required based on the 

results of the proposed initial 

inspection. We have no way of 

determining the number of aircraft that 

might need these inspections: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Detailed and HFEC inspections for oil-canning ........... 1 work-hour × $85 per hour = $85 ............................... $0 $85 

LFEC or HFEC inspections for cracking ...................... 2 work-hours × $85 per hour = $170 ........................... 0 170 

We have received no definitive data 

that would enable us to provide cost 

estimates for the crack repairs 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 

(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) 

99–08–23, Amendment 39–11132 (64 

FR 19879, April 23, 1999), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2012–0645; Directorate Identifier 2011– 

NM–052–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by August 13, 2012. 

(b) Affected ADs 

This AD supersedes AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, April 

23, 1999). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

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

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by several reports 

of fatigue cracks in the aft pressure bulkhead. 

We are issuing this AD to detect and correct 

such fatigue cracking, which could result in 

rapid decompression of the fuselage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Initial Inspection 

This paragraph restates the initial 

inspection required by paragraph (a) of AD 

99–08–23, Amendment 39–11132 (64 FR 

19879, April 23, 1999). Perform either 

inspection specified by paragraph (g)(1) or 


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38550 Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 

(g)(2) of this AD at the time specified in 

paragraph (h) of this AD. 

(1) Perform a low frequency eddy current 

(LFEC) inspection from the aft side of the aft 

pressure bulkhead to detect discrepancies 

(including cracking, misdrilled fastener 

holes, and corrosion) of the web of the upper 

section of the aft pressure bulkhead at body 

station 1016 at the aft fastener row 

attachment to the ‘‘Y’’ chord, from stringer 15 

left to stringer 15 right, in accordance with 

Boeing 737 Nondestructive Test Manual D6– 

37239, Part 6, Section 53–10–54, dated 

December 5, 1998. 

(2) Perform a detailed visual inspection of 

the aft fastener row attachment to the ‘‘Y’’ 

chord from the forward side of the aft 

pressure bulkhead to detect discrepancies 

(including cracking, misdrilled fastener 

holes, and corrosion) of the entire web of the 

aft pressure bulkhead at body station 1016. 

(h) Retained Compliance Times 

This paragraph restates the compliance 

times specified in paragraph (b) of AD 99– 

08–23, Amendment 39–11132 (64 FR 19879, 

April 23, 1999). Perform the inspection 

required by paragraph (g) of this AD at the 

time specified in paragraph (h)(1), (h)(2), or 

(h)(3) of this AD, as applicable. 

(1) For airplanes that have accumulated 

40,000 or more total flight cycles as of May 

10, 1999 (the effective date of AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, April 

23, 1999)): Inspect within 375 flight cycles or 

60 days after May 10, 1999, whichever occurs 

later. 

(2) For airplanes that have accumulated 

25,000 or more total flight cycles and fewer 

than 40,000 total flight cycles as of May 10, 

1999 (the effective date of AD 99–08–23, 

Amendment 39–11132 (64 FR 19879, April 

23, 1999)): Inspect within 750 flight cycles or 

90 days after May 10, 1999, whichever occurs 

later. 

(3) For airplanes that have accumulated 

fewer than 25,000 total flight cycles as of 

May 10, 1999 (the effective date of AD 99– 

08–23, Amendment 39–11132 (64 FR 19879, 

April 23, 1999)): Inspect prior to the 

accumulation of 25,750 total flight cycles. 

(i) Retained Repetitive Inspections 

This paragraph restates the repetitive 

inspections required by paragraph (c) of AD 

99–08–23, Amendment 39–11132 (64 FR 

19879, April 23, 1999). Within 1,200 flight 

cycles after performing the initial inspection 

required by paragraph (g) of this AD, and 

thereafter at intervals not to exceed 1,200 

flight cycles: Perform either inspection 

specified by paragraph (g)(1) or (g)(2) of this 

AD. 

(j) Retained Corrective Actions 

This paragraph restates the corrective 

actions required by paragraph (d) of AD 99– 

08–23, Amendment 39–11132 (64 FR 19879, 

April 23, 1999). If any discrepancy is 

detected during any inspection required by 

paragraph (g), (h), or (i) of this AD: Prior to 

further flight, accomplish the actions 

specified by paragraphs (j)(1) and (j)(3) of this 

AD, and paragraph (j)(2) of this AD, if 

applicable. 

(1) Perform a high frequency eddy current 

inspection from the forward side of the 

bulkhead to detect cracking of the web at the 

‘‘Y’’ chord attachment, around the entire 

periphery of the ‘‘Y’’ chord, in accordance 

with Boeing 737 Nondestructive Test Manual 

D6–37239, Part 6, Section 51–00–00, Figure 

23, dated November 5, 1995. 

(2) If the most recent inspection performed 

in accordance with paragraph (g) of this AD 

was not a detailed visual inspection: 

Accomplish the actions specified by 

paragraph (g)(2) of this AD. If the inspection 

was a detailed visual inspection, it is not 

necessary to repeat that inspection prior to 

further flight. 

(3) Repair any discrepancy such as 

cracking or corrosion or misdrilled fastener 

holes using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. 

(k) New Requirements: Inspections of the 

Web at the ‘‘Y’’ Chord Upper Bulkhead From 

S–15L to S–15R 

At the later of the times specified in 

paragraphs (k)(1) and (k)(2) of this AD: Do 

detailed and LFEC inspections of the aft side 

of the bulkhead web, or do detailed and 

HFEC inspections from the forward side of 

the bulkhead, and do all applicable related 

investigative and corrective actions; in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011, except as required 

by paragraphs (r)(1) and (r)(3) of this AD. 

Inspect for cracks, incorrectly drilled fastener 

holes, and elongated fastener holes. Do all 

applicable related investigative and 

corrective actions before further flight. 

Repeat the inspections at the applicable 

times specified in table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011. 

(1) Prior to the accumulation of 25,000 

total flight cycles. 

(2) Except as required by paragraphs (r)(2) 

and (r)(4) of this AD, at the later of the times 

specified in the ‘‘Compliance Time’’ column 

in table 1 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 737– 

53A1214, Revision 4, dated December 16, 

2011. 

(l) New Requirements: Inspections of the 

Web at the ‘‘Y’’ Chord in the Lower 

Bulkhead From S–15L to S–15R 

Except as required by paragraphs (r)(2) and 

(r)(5) of this AD, at the applicable time 

specified in table 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011: Do detailed and eddy 

current inspections of the web from the 

forward or aft side of the bulkhead for cracks, 

incorrectly drilled fasteners, and elongated 

fasteners, in accordance with Part III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011, except as required 

by paragraphs (r)(1) and (r)(3) of this AD. If 

any crack, incorrectly drilled fastener, 

elongated fastener, or corrosion is found, 

before further flight, repair the web using a 

method approved in accordance with the 

procedures specified in paragraph (u) of this 

AD. Repeat the inspections at the applicable 

times specified in table 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011. 

(m) New Requirements: One-Time Inspection 

Under the Tear Strap 

Except as required by paragraphs (r)(2) and 

(r)(5) of this AD, at the applicable time 

specified in table 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011: Do a one-time LFEC 

inspection for cracks on the aft side of the 

bulkhead of the web located under the outer 

circumferential tear strap, or do a one-time 

HFEC inspection for cracks from the forward 

side of the bulkhead of the web located under 

the outer circumferential tear strap, in 

accordance with Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011, except as required 

by paragraph (r)(1) of this AD. If any cracking 

is found, before further flight, repair the 

bulkhead using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. 

(n) New Requirements: Inspection for OilCanning 

Except as required by paragraph (r)(2) of 

this AD, at the applicable time specified in 

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

Boeing Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011: Do a 

detailed inspection from the aft side of the 

bulkhead for oil-canning and do all 

applicable related investigative and 

corrective actions, in accordance with Part II 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011, except 

as required by paragraph (r)(1) of this AD. Do 

all related investigative and corrective 

actions before further flight. Thereafter, 

repeat the inspection at the applicable times 

specified in table 4 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011. For oil-cans found 

within the limits specified in Part II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011: In lieu of installing 

the repair before further flight, at the 

applicable times specified in table 4 of 

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

Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011, do 

initial and repetitive detailed and HFEC 

inspections for cracks of the oil-canning and 

install the repair, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011. If any crack is 

found, before further flight, repair the 

cracking using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. Installing the repair 

terminates the repetitive inspections for 

cracks. 


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Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 38551 

(o) New Requirements: Inspection of the 

Dome Cap at the Center of the Bulkhead 

Except as required by paragraphs (r)(2) and 

(r)(5) of this AD, at the applicable time 

specified in table 5 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011: Do an eddy current 

inspection to detect any cracking of the dome 

cap at the center of the bulkhead, and do all 

applicable corrective actions, in accordance 

with Part IV of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1214, Revision 4, dated December 

16, 2011. Do all corrective actions before 

further flight. Repeat the inspection at the 

times specified in table 5 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011. 

(p) New Requirements: Inspection of the 

Forward Flange of the ‘‘Z’’ Stiffeners at the 

Dome Cap 

Except as required by paragraphs (r)(2) and 

(r)(5) of this AD, at the applicable time 

specified in table 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011: Do an HFEC inspection 

to detect any cracking of the ‘‘Z’’ stiffener 

flanges at the dome cap in the center of the 

bulkhead, in accordance with Part V of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1214, Revision 4, 

dated December 16, 2011, except as required 

by paragraph (r)(1) of this AD. If any crack 

is found, before further flight, repair the 

flanges using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. Repeat the 

inspection at the applicable times specified 

in table 6 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 737– 

53A1214, Revision 4, dated December 16, 

2011. 

(q) New Requirement: Inspection for Existing 

Repairs on the Bulkhead 

Except as required by paragraph (r)(2) of 

this AD, at the applicable time specified in 

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

Boeing Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011: Do a 

detailed inspection of the bulkhead web and 

stiffeners for existing repairs, in accordance 

with Part VI of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1214, Revision 4, dated December 

16, 2011, except as required by paragraph 

(r)(1) of this AD. 

(1) If any repair identified in the 

‘‘Condition’’ column of table 8 of paragraph 

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

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011, is found and the 

‘‘Reference’’ column refers to Appendix A, B, 

C, or D of that service bulletin: At the 

applicable times specified in table 8 of 

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

Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011, except 

as required by paragraph (r)(2) of this AD, do 

a HFEC inspection or a LFEC inspection of 

the web for cracking, in accordance with 

Appendix A, B, C, or D, as applicable, of 

Boeing Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011. If any 

cracking is found, before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (u) of 

this AD. Repeat the inspections, thereafter, at 

the applicable intervals specified in table 8 

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

Alert Service Bulletin 737–53A1214, 

Revision 4, dated December 16, 2011. 

(2) If any repair identified in the 

‘‘Condition’’ column of table 8 of paragraph 

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

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011, is found and the 

‘‘Reference’’ column refers to Appendix E of 

that service bulletin: At the applicable times 

specified in table 8 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011, except as required by 

paragraph (r)(2) of this AD, remove the repair 

and replace with a new repair, in accordance 

with Appendix E of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011. 

(3) If any non-SRM (structural repair 

manual) repair is found and the repair does 

not have FAA-approved damage tolerance 

inspections, except as required by paragraph 

(r)(2) of this AD, at the applicable time 

specified in table 7 of Paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011: Contact the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, for damage tolerance inspections. Do 

those damage tolerance inspections at the 

times given using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. 

(r) Exceptions to the Service Bulletin 

(1) Where Boeing Alert Service Bulletin 

737–53A1214, Revision 4, dated December 

16, 2011, specifies to contact Boeing for 

repair instructions: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (u) of this AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1214, Revision 4, dated December 

16, 2011, specifies a compliance time ‘‘after 

the date of Revision 1 to this service 

bulletin,’’ ‘‘from the date of Revision 3 of this 

service bulletin,’’ ‘‘after the date of Revision 

3 to this service bulletin,’’ or ‘‘of the effective 

date of AD 99–08–23,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(3) Access and restoration procedures 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1214, Revision 4, dated December 

16, 2011, are not required by this AD. 

Operators may do those procedures following 

their maintenance practices. 

(4) Where table 1 of paragraph 1.E., 

‘‘Compliance’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011, specifies a compliance 

time relative to actions done ‘‘in accordance 

with paragraph (a)(2) of AD 99–08–23,’’ this 

AD requires compliance within the specified 

compliance time relative to actions specified 

in paragraph (g)(2) of this AD. 

(5) Where the Condition columns in tables 

2, 3, 5, and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1214, Revision 4, dated 

December 16, 2011, refer to total flight cycles, 

this AD applies to the airplanes with the 

specified total flight cycles as of the effective 

date of this AD. 

(s) Terminating Action 

Accomplishment of the requirements of 

paragraphs (k) through (q) of this AD 

terminates the requirements of paragraphs (g) 

through (j) of this AD. 

(t) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (k) through (s) 

of this AD, if the actions were performed 

before the effective date of this AD using the 

service bulletins specified in paragraphs 

(t)(1) through (t)(4) of this AD. 

(1) Boeing Alert Service Bulletin 737– 

53A1214, dated June 17, 1999. 

(2) Boeing Alert Service Bulletin 737– 

53A1214, Revision 1, dated June 22, 2000. 

(3) Boeing Alert Service Bulletin 737– 

53A1214, Revision 2, dated May 24, 2001. 

(4) Boeing Alert Service Bulletin 737– 

53A1214, Revision 3, dated January 19, 2011. 

(u) Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

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

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 99–08–23, Amendment 

39–11132 (64 FR 19879, April 23, 1999), are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(v) Related Information 

(1) For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: (425) 917–6440; fax: (425) 917– 

6590; email: alan.pohl@faa.gov. 


rmajette on DSK2TPTVN1PROD with PROPOSALS
38552 Federal Register / Vol. 77, No. 125 / Thursday, June 28, 2012 / Proposed Rules 

(2) For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1; fax 

206–766–5680; Internet 

https://www.myboeingfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on June 18, 

2012. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–15601 Filed 6–27–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

Docket No. FAA–2011–1181; Airspace 

Docket No. 11–ANM–20 

Proposed Amendment of Class E 

Airspace; Boise, ID 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (SNPRM). 

SUMMARY: The FAA is issuing a SNPRM 

for the notice of proposed rulemaking 

(NPRM) published on February 7, 2012, 

in order to elicit comments regarding 

removing reference to the navigation aid 

in the legal description of the Class E 

airspace area designated as an extension 

at Boise Air Terminal (Gowen Field), 

Boise, ID. The NPRM only proposed an 

amendment of Class E airspace 

extending upward from 700 feet above 

the surface at the airport, as well as 

adjusting the geographic coordinates of 

the airport. The FAA is proposing this 

amendment to enhance safety in the 

Boise, ID, airspace area. 

DATES: Comments must be received on 

or before August 13, 2012. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590; 

telephone (202) 366–9826. You must 

identify FAA Docket No. FAA–2011– 

1181; Airspace Docket No. 11–ANM–20, 

at the beginning of your comments. You 

may also submit comments through the 

Internet at http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

History 

On February 7, 2012, the FAA 

published a NPRM to amend Class E 

airspace, extending upward from 700 

feet or more above the surface, at Boise 

Air Terminal (Gowen Field), Boise, ID, 

UT (77 FR 6026). The comment period 

closed March 23, 2012. No comments 

were received. Subsequent to 

publication, it was discovered by 

National Aeronautical Navigation 

Services (NANS) that the legal 

description for the Boise, ID, Class E 

airspace area designated as an extension 

needed editing to better describe the 

airspace. The FAA seeks comments on 

this SNPRM. 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA 

2011–1181 and Airspace Docket No. 11– 

ANM–20) and be submitted in triplicate 

to the Docket Management System (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2011–1181 and 

Airspace Docket No. 11–ANM–20.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

Internet at http://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http://

www.faa.gov/airports_airtraffic/air_

traffic/publications/airspace_

amendments/. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see the 

ADDRESSES section for the address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except federal holidays. An informal 

docket may also be examined during 

normal business hours at the Northwest 

Mountain Regional Office of the Federal 

Aviation Administration, Air Traffic 

Organization, Western Service Center, 

Operations Support Group, 1601 Lind 

Avenue SW., Renton, WA 98057. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, for a copy of Advisory 

Circular No. 11–2A, Notice of Proposed 

Rulemaking Distribution System, which 

describes the application procedure. 

The Supplemental Proposal 

The FAA is proposing an amendment 

to Title 14 Code of Federal Regulations 

(14 CFR) part 71 by amending the Class 

E airspace area designated as an 

extension, at Boise Air Terminal 

(Gowen Field), Boise, ID. The legal 

description would be rewritten to better 

describe the airspace area by removing 

reference to the Boise VHF–OmniDirectional Radio Range Tactical Air 

Navigational Aid (VORTAC). Class E 

airspace extending upward from 700 

feet above the surface would be 

reconfigured due to the 

decommissioning of the Donnelly 

Tactical Air Navigational Aid (TACAN). 

The geographic coordinates of the 

airport would be adjusted in accordance 

with the FAA’s aeronautical database. 

This action would enhance the safety 

and management of IFR operations at 

the airport. 

Class E airspace designations are 

published in paragraph 6003 and 6005, 

respectively, of FAA Order 7400.9V, 

dated August 9, 2011, and effective 

September 15, 2011, which is 

incorporated by reference in 14 CFR 

part 71.1. The Class E airspace 

designation listed in this document will 


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