Federal Register / Vol. 77, No. 12 / Thursday, January 19, 2012 / Proposed Rules 2669 

me.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. For Air Cruisers 

service information identified in this AD, 

contact Air Cruisers Company, 1747 State 

Route 34, Wall, New Jersey 07727–3935; 

telephone: (732) 681–3527; fax: (732) 681– 

9163; email: 

Aircruisers@zodiacaerospace.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 January 

6, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–856 Filed 1–18–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1419; Directorate 

Identifier 2010–NM–281–AD] 

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 certain The Boeing 

Company Model 737–300, –400, and 

–500 series airplanes. The existing AD 

currently requires repetitive inspections 

for cracking of the crown area of the 

fuselage skin, and corrective actions if 

necessary. Since we issued that AD, we 

received additional reports of cracking 

at the horizontal chem-mill steps away 

from the lap joints over the entire crown 

area, and vertical chem-mill cracks 

adjacent to the butt joints. This 

proposed AD would add repetitive 

inspections for cracking using different 

inspection methods and would inspect 

additional areas, and corrective actions 

if necessary. This proposed AD would 

also require additional repairs to 

previously repaired areas and repetitive 

inspections for loose fasteners and 

replacement if necessary in certain 

previously repaired areas. This 

proposed AD would also reduce certain 

compliance times and extend certain 

other compliance times. We are 

proposing this AD to detect and correct 

fatigue cracking of the fuselage skin, 

which could cause the fuselage skin to 

fracture and fail, and result in rapid 

decompression of the airplane. 

DATES: We must receive comments on 

this proposed AD by March 5, 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 AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone (206) 544–5000, extension 1; 

fax (206) 766–5680; email 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call (425) 227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

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: 

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–2011–1419; Directorate Identifier 

2010–NM–281–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 June 15, 2005, we issued AD 

2005–13–27, amendment 39–14164 (70 

FR 36821, June 27, 2005), for certain 

Boeing Model 737–300, –400, and –500 

series airplanes. That AD requires 

repetitive inspections for cracking of the 

crown area of the fuselage skin, and 

corrective actions if necessary. That AD 

resulted from a Model 737 fuselage 

structure test and fatigue analysis that 

indicate fuselage skin cracking could 

occur between 21,000 and 42,000 total 

flight cycles. We issued that AD to 

detect and correct fatigue cracking of the 

fuselage skin, which could cause the 

fuselage skin to fracture and fail, and 

result in rapid decompression of the 

airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 2005–13–27, 

amendment 39–14164 (70 FR 36821, 

June 27, 2005), additional reports of 

cracking at the horizontal chem-mill 

steps away from the lap joints over the 

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

have been received. Although there 

were no changes to the applicability in 

AD 2005–13–17, we have changed 

paragraph (c) of the proposed AD to 

refer to Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated 

November 24, 2010. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Boeing 

Special Attention Service Bulletin 737– 

53–1234, Revision 1, dated March 31, 

2005, was referred to for accomplishing 

the actions in AD 2005–13–27, 

amendment 39–14164 (70 FR 36821, 

June 27, 2005). Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, describes 

procedures for repetitive nondestructive inspections (NDI) (medium 


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frequency eddy current, magneto optical 

imaging, C-scan, or ultrasonic phased 

array) for cracking of the fuselage skin, 

and corrective actions if necessary. The 

NDI inspections for cracking of the skin 

include: 

• Inspecting for horizontal chem-mill 

cracking above the S–4 and S–10 lap 

joints 

• Inspecting for horizontal chem-mill 

cracking in the shear wrinkle areas 

• Inspecting for vertical chem-mill 

cracking at specified locations 

• Inspecting for horizontal chem-mill 

cracking in general pocket-to-pocket 

areas at specified locations. 

The corrective actions include 

installing a permanent repair (including 

related investigative actions and 

applicable corrective actions), installing 

a time-limited repair (including related 

investigative actions and applicable 

corrective actions), and contacting 

Boeing for repair instructions and doing 

the repair. For the temporary repair, the 

related investigative actions include a 

detailed inspection for cracks of the skin 

and a detailed inspection for corrosion 

and disbonding of the lap joint; and the 

corrective action is contacting Boeing 

for repair instructions and doing the 

repair. For the permanent repair, the 

related investigative actions include an 

NDI inspection for cracks of the skin 

and fastener holes and a detailed 

inspection for corrosion and disbonding 

of the skin; and the corrective action is 

contacting Boeing for repair instructions 

and doing the repair. 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010, also describes procedures, for 

airplanes on which permanent repairs 

have already been done, for installing 

internal tear strap doublers. 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010, also describes procedures, for 

airplanes on which time-limited repairs 

have already been installed, for doing 

repetitive detailed inspections for loose 

fasteners until the permanent repair is 

installed; and making the repair 

permanent (including related 

investigative actions and applicable 

corrective actions) by replacing the 

blind fasteners in the time-limited 

repair with solid rivets, and installing 

internal tear strap doublers. The related 

investigative actions include an NDI for 

cracks of the fastener holes and skin, a 

general visual inspection to determine if 

fasteners are installed common to the 

chem-milled steps, and a detailed 

inspection for corrosion and disbonding 

of the skin; and the corrective action is 

contacting Boeing for repair instructions 

and doing the repair. 

The repetitive NDI inspection 

intervals vary depending on the 

configuration and the inspection option. 

Option 1 of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, specifies 

doing one of the following NDI; medium 

frequency eddy current inspection, 

magneto optical imaging inspection, or 

C-scan inspection). Option 2 specifies 

doing one NDI—an external ultrasonic 

phased array inspection. The repetitive 

interval ranges between 500 flight cycles 

and 2,400 flight cycles. Boeing Alert 

Service Bulletin 737–53A1234, Revision 

2, dated November 24, 2010, also 

specifies that if the inspection 

procedure is switched from Option 2 to 

Option 1, then the next Option 1 

inspection must be done within the 

Option 2 interval; and that if the 

inspection procedure is switched from 

Option 1 to Option 2, then the next two 

Option 2 inspections must be done 

within the Option 1 interval. 

The inspection thresholds range from 

25,000 total flight cycles to 81,000 total 

flight cycles, depending on the airplane 

configuration and inspection location. 

The grace periods range from 500 to 

2,400 flight cycles or 1,800 flight hours, 

depending on the airplane configuration 

and inspection location. The repetitive 

inspection intervals range from 500 to 

2,400 flight cycles, or 1,800 to 2,400 

flight hours, depending on the 

inspection type and airplane 

configuration. For airplanes on which a 

time-limited repair is done, the 

compliance time to do the permanent 

repair is 6,000 flight cycles after doing 

the time-limited repair. 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010, also includes an exception to 

inspecting the chem-mill steps under an 

existing external repair doubler, 

provided the conditions specified below 

apply: 

• The repair was installed after 

November 24, 2010 

• The repair was approved by the 

FAA or by a Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) who was 

authorized by the FAA to make such 

findings 

• The repair extends a minimum of 

three rows of fasteners on each side of 

the chem-mill step line in the 

circumferential direction, Or 

• The repair was approved by the 

FAA or by a Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) who was 

authorized by the FAA to make such 

findings 

• The repair extends a minimum of 2 

rows of 3⁄16 inch diameter fasteners on 

each side of the chem-mill step in the 

circumferential direction with 5–6D 

fastener spacing 

• The repair is similar to Figure 201, 

Repair 31 of Figure 201 of Subject 53– 

00–01, ‘‘Fuselage Skin—General,’’ of the 

Boeing 737–300, 737–400, or 737–500 

Structural Repair Manual, with regard to 

fastener type, size layout and pitch; 

repair part thickness and material; and 

repair installation. 

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 of 

the requirements of AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, 

June 27, 2005). This proposed AD 

would add repetitive inspections for 

cracking using different inspection 

methods and would inspect additional 

areas, and corrective actions if 

necessary. This proposed AD would 

also require, for airplanes on which the 

existing permanent repair was done, 

installing internal tear strap doublers. 

This proposed AD would also require, 

for airplanes on which the existing 

temporary repair was done, doing 

repetitive inspections for loose fasteners 

and replacement if necessary, and 

installing a permanent repair. This 

proposed AD would also change 

(reducing some and extending others) 

initial compliance times and repetitive 

intervals. 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.’’ 

Differences Between the Proposed AD 

and the Service Information 

The Accomplishment Instructions in 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010, do not provide a procedure for 

replacing loose fasteners; however, this 

proposed AD requires replacing any 

loose fastener with a new fastener of the 

same type and size as specified in 

Figures 6, 35 and 36, as applicable, of 

the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010. 

Boeing Alert Service Bulletin 737– 

53A1234, Revision 2, dated November 

24, 2010, specifies to contact the 

manufacturer for instructions on how to 


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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 109 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

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

operators 

Inspection (retained actions from AD 2005– 

13–27, Amendment 39-14164 (70 FR 

36821, June 27, 2005).

94 work-hours × $85 per hour = 

$7,990.

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

New NDI Inspections (medium frequency 

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

Up to 390 work-hours × $85 per 

hour = $33,150.

Up to $33,150 per inspection cycle Up to $3,613,350. 

Install internal tear strap doublers (for airplanes on which permanent repair was already done).Up to 30 work-hours × $85 per 

hour = $2,550.

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

* Inspection for loose fasteners (for airplanes 

on which temporary repair was already 

done).

1 work-hour × $85 per hour = $85 $85 ................................................. $9,265. 

* Install permanent repair (for airplanes on 

which temporary repair was already done).

Up to 48 work-hours × $85 per 

hour = $4,080.

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

* Inspection adjacent to lap joint repair .......... 3 work-hours × $85 per hour = 

$255.

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

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

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

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

1 Repair cost estimate is for one typical repair only. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

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) 

2005–13–27, Amendment 39–14164 (70 

FR 36821, June 27, 2005), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–1419; Directorate Identifier 2010– 

NM–281–AD. 


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(a) Comments Due Date 

The FAA must receive comments on this 

AD action by March 5, 2012. 

(b) Affected ADs 

This AD supersedes AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–300, –400, and –500 series 

airplanes, certificated in any category; as 

identified in Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking at the horizontal chem-mill steps 

away from the lap joints over the entire 

crown area, and vertical chem-mill cracks 

adjacent to the butt joints. We are issuing this 

AD to detect and correct fatigue cracking of 

the fuselage skin, which could cause the 

fuselage skin to fracture and fail, and result 

in rapid decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Restatement of Requirements of AD 2005– 

13–27, Amendment 39–14164 (70 FR 36821, 

June 27, 2005): Initial Inspections per Boeing 

Special Attention Service Bulletin 737–53– 

1234, Revision 1, Dated March 31, 2005 

At the later of the times specified in 

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

perform detailed and eddy current 

inspections for cracking of the crown area of 

the fuselage skin in accordance with Part 1, 

including the ‘‘Note,’’ of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005, except as provided by 

paragraph (j) of this AD. Doing the 

inspections required by paragraph (m) of this 

AD terminates the inspections required by 

this paragraph for the corresponding 

inspection areas. 

(1) Before the accumulation of the 

applicable total flight cycles specified in the 

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

of Boeing Special Attention Service Bulletin 

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

2005. 

(2) Within 4,500 flight cycles after August 

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

Amendment 39–14164 (70 FR 36821, June 

27, 2005). 

(h) Repetitive Inspections per Boeing Special 

Attention Service Bulletin 737–53–1234, 

Revision 1, Dated March 31, 2005 

Repeat either the detailed or eddy current 

inspections specified in paragraph (g) of this 

AD at the applicable intervals specified in 

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

paragraph (i)(1) or (i)(2) of this AD has been 

done, as applicable. Doing the inspection 

required by paragraph (m) of this AD 

terminates the inspections required by this 

paragraph for the corresponding inspection 

area. 

(1) Repeat the detailed inspections 

thereafter at intervals not to exceed 1,200 

flight cycles. 

(2) Repeat the eddy current inspections 

thereafter at intervals not to exceed 3,000 

flight cycles. 

(i) Permanent or Time-Limited Repair for 

Cracking Found During Inspections in 

Accordance With Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

Dated March 31, 2005 

If any cracking is found during any 

inspection required by paragraph (g) or (h) of 

this AD, do the actions specified in 

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

accordance with Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005, except as provided by 

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

(1) Before further flight, do a permanent 

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 2 of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005. Doing a permanent 

repair ends the repetitive inspections 

required by paragraph (h) of this AD for the 

repaired area only. 

(2) Do the actions specified in paragraphs 

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

specified in the applicable paragraph. Doing 

a time-limited repair ends the repetitive 

inspections required by paragraph (h) of this 

AD for the repaired area only. 

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

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 3 of the Work 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1234, Revision 1, 

dated March 31, 2005. 

(ii) At the times specified in Figure 8 of 

Boeing Special Attention Service Bulletin 

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

2005, do the related investigative and 

corrective actions in accordance with Part 3 

of the Work Instructions of Boeing Special 

Attention Service Bulletin 737–53–1234, 

Revision 1, dated March 31, 2005. 

(j) Contact the FAA 

Where Boeing Special Attention Service 

Bulletin 737–53–1234, Revision 1, dated 

March 31, 2005, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair according to a method approved by the 

Manager, Seattle Aircraft Certification Office 

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

certification basis of the airplane approved 

by an Authorized Representative for the 

Boeing Delegation Option Authorization 

Organization who has been authorized by the 

Manager, Seattle ACO, to make those 

findings; or using a method approved in 

accordance with the procedures specified in 

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

to be approved, the approval must 

specifically reference this AD. 

(k) No Reporting for Actions in Boeing 

Special Attention Service Bulletin 737–53– 

1234, Revision 1, Dated March 31, 2005 

Although Boeing Special Attention Service 

Bulletin 737–53–1234, Revision 1, dated 

March 31, 2005, specifies reporting certain 

information to Boeing, this AD does not 

require that action. 

(l) Actions Accomplished According to 

Previous Issue of Service Bulletin 

Actions done before August 1, 2005, in 

accordance with Boeing Special Attention 

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

2002, are acceptable for compliance with the 

corresponding actions required by 

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

(m) New Requirements of This AD: Fuselage 

Skin Inspections at Chem-Mill Steps 

Common to Lap Joints 

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

this AD; at the applicable time specified in 

Tables 1 and 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010: Do a non-destructive 

inspection (NDI) (medium frequency eddy 

current, magneto optical imaging, C-scan, or 

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

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

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, except 

as provided by paragraph (r) of this AD. 

Repeat the applicable inspections thereafter 

at intervals not to exceed those specified in 

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

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. 

Accomplishment of the inspections required 

by this paragraph terminates the 

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

AD for the corresponding inspection areas. 

Note 1: Option 1 of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010, specifies doing one of 

the following NDI; medium frequency eddy 

current inspection, magneto optical imaging 

inspection, or C-scan inspection. Option 2 

specifies doing one NDI—an external 

ultrasonic phased array inspection. These 

options have different compliance times after 

the initial inspection. 

(n) Permanent or Time-Limited Repair for 

Cracking Found During Paragraph (m) 

Inspections 

If any cracking is found during any 

inspection required by paragraph (m) of this 

AD, do the actions specified in paragraph 

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

(1) Before further flight, do a permanent 

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

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

permanent repair ends the repetitive 

inspections required by paragraph (m) of this 

AD for the repaired area only. 

(2) Do the actions specified in paragraphs 

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


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the time specified in the applicable 

paragraph. Doing a time-limited repair ends 

the repetitive inspections required by 

paragraph (m) of this AD for the repaired area 

only. 

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

repair (including related investigative actions 

and applicable corrective actions) in 

accordance with Part 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

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

(ii) Within 3,000 flight cycles after the 

time-limited repair was installed as specified 

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

500 flight cycles after the effective date of 

this AD, whichever occurs later, do a detailed 

inspection for loose fasteners, in accordance 

with Part 4 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010. Repeat the inspection thereafter at 

intervals not to exceed 3,000 flight cycles 

until the permanent repair required by 

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

loose fasteners are found, before further 

flight, replace the fasteners with new 

fasteners of the same type and size as 

specified in Figures 6, 35 and 36 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. 

(iii) Within 6,000 flight cycles after the 

time-limited repair was installed as specified 

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

permanent repair specified in paragraph 

(n)(1) of this AD. 

(o) Fuselage Skin Inspections at Chem-mill 

Steps Common to Shear Wrinkle Areas 

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

this AD; at the applicable time specified in 

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

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010: Do an 

NDI (medium frequency eddy current, 

magneto optical imaging, C-scan, or 

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

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

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

applicable inspections thereafter at intervals 

not to exceed those specified in paragraph 

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

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010. 

(p) Fuselage Skin Inspections at Specified 

Vertical Chem-mill Step Locations 

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

this AD; at the applicable time specified in 

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

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010: Do an 

NDI (medium frequency eddy current, 

magneto optical imaging, C-scan, or 

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

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

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

applicable inspections thereafter at intervals 

not to exceed those specified in paragraph 

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

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010. 

(q) Fuselage Skin Inspections at Chem-mill 

Steps in General Pocket-to-Pocket Areas 

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

this AD; at the applicable time specified in 

Tables 5 and 6 of paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, dated 

November 24, 2010: Do an NDI (medium 

frequency eddy current, magneto optical 

imaging, C-scan, or ultrasonic phased array) 

for horizontal chem-mill cracking in general 

pocket-to-pocket areas at specified locations 

in and in accordance with paragraph 3.B.1.d., 

3.B.1.e., and 3.B.1.f., as applicable, of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

applicable inspections thereafter at intervals 

not to exceed those specified in Tables 5 and 

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

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010. 

(r) Inspection Exception 

For inspections required by paragraph (m) 

of this AD: It is not necessary to inspect the 

chem-mill steps under an existing repair 

installed using Boeing Special Attention 

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

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

(s) Repair of Cracking Found During 

Inspections Required by Paragraphs (o) 

Through (q) of This AD 

If any crack is found during any 

inspections required by paragraph (o), (p), or 

(q) of this AD, before further flight, repair the 

crack using a method approved in 

accordance with the procedures specified in 

paragraph (x) of this AD. 

(t) Actions for Airplanes on Which Repairs 

Have Been Done Using Previous Service 

Information 

(1) For airplanes on which permanent 

repairs have been done in accordance with 

Boeing Special Attention Service Bulletin 

737–53–1234, dated June 13, 2002, or 

Revision 1, dated March 31, 2005; except 

airplanes on which internal tear strap 

doublers were previously installed using a 

repair plan approved using the procedures 

specified in paragraph (x) of this AD: Within 

6,000 flight cycles after the effective date of 

this AD, install internal tear strap doublers, 

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

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

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

internal tear strap doublers specified in this 

paragraph terminates the inspections 

required by paragraph (m) of this AD for the 

repaired area only. 

(2) For airplanes on which time-limited 

repairs have been installed in accordance 

with Boeing Special Attention Service 

Bulletin 737–53–1234, dated June 13, 2002, 

or Revision 1, dated March 31, 2005; except 

airplanes on which the permanent repair has 

been installed before the effective date of this 

AD in accordance with Boeing Special 

Attention Service Bulletin 737–53–1234, 

dated June 13, 2002, or Revision 1, dated 

March 31, 2005: Within 3,000 flight cycles 

after the time limited repair is installed, or 

within 500 flight cycles after the effective 

date of the AD, whichever occurs later, do a 

detailed inspection for loose fasteners, in 

accordance with paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. Repeat the 

inspection thereafter at intervals not to 

exceed 3,000 flight cycles until the 

permanent repair is installed in accordance 

with paragraph (n)(1) of this AD. If any loose 

fasteners are found, before further flight, 

replace the fasteners with new fasteners of 

the same type and size as specified in Figures 

6, 35, and 36, as applicable, of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010. 

(3) For airplanes on which time-limited 

repairs have been installed in accordance 

with Boeing Special Attention Service 

Bulletin 737–53–1234, dated June 13, 2002, 

or Revision 1, dated March 31, 2005; except 

airplanes on which the permanent repair has 

been installed before the effective date of this 

AD in accordance with Boeing Special 

Attention Service Bulletin 737–53–1234, 

dated June 13, 2002, or Revision 1, dated 

March 31, 2005; before the effective date of 

this AD: Within 6,000 flight cycles after the 

time-limited repair is installed, or within 

1,000 flight cycles after the effective date of 

this AD, whichever occurs later, make the 

repair permanent by replacing the blind 

fasteners in the time-limited repair with solid 

rivets, and install internal tear strap doublers, 

in accordance with paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1234, Revision 2, 

dated November 24, 2010, except as provided 

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

(u) Action Not in Accomplishment 

Instructions 

If any crack is found after the time-limited 

or permanent repair is installed, and Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. 

(v) Exceptions to Boeing Alert Service 

Bulletin 737–53A1234, Revision 2, Dated 

November 24, 2010 

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

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, 

specifies a compliance time relative to the 

‘‘release of Revision 2 of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (x) of this AD. 


EMCDONALD on DSK29S0YB1PROD with PROPOSALS
2674 Federal Register / Vol. 77, No. 12 / Thursday, January 19, 2012 / Proposed Rules 

(3) Although Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010, specifies reporting certain 

information to Boeing, this AD does not 

require that action. 

(w) Post-Repair Inspections 

The post-repair inspection specified in 

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

Boeing Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, is not 

required by this AD. 

Note 2: The damage tolerance inspections 

specified in Table 7 of paragraph 1.E., 

Compliance, of Boeing Alert Service Bulletin 

737–53A1234, Revision 2, dated November 

24, 2010, may be used in support of 

compliance with section 121.1109(c)(2) or 

129.109(c)(2) of the Federal Aviation 

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

129.109(c)(2)). The corresponding actions 

specified in the Accomplishment 

Instructions and Figures 40 and 41 of Boeing 

Alert Service Bulletin 737–53A1234, 

Revision 2, dated November 24, 2010, are not 

required in this AD. 

(x) Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

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

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2005–13–27, 

Amendment 39–14164 (70 FR 36821, June 

27, 2005), are approved as AMOCs for the 

corresponding requirements in this AD. 

(y) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 917–6447; fax (425) 

917–6590; email: wayne.lockett@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

(206) 544–5000, extension 1; fax (206) 766– 

5680; email me.boecom@boeing.com; Internet 

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

review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

(425) 227–1221. 

Issued in Renton, Washington, on January 

6, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–859 Filed 1–18–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0046; Directorate 

Identifier 2011–CE–040–AD] 

RIN 2120–AA64 

Airworthiness Directives; Glasflugel 

Gliders 

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 

Glasflugel Models Standard Libelle201B, Club Libelle 205, Mosquito, and 

Kestrel gliders. 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 corrosion damage to the 

elevator control rod that could lead to 

failure of the elevator control rod, 

possibly resulting in loss of control of 

the glider. We are issuing this proposed 

AD to require actions to address the 

unsafe condition on these products. 

DATES: We must receive comments on 

this proposed AD by March 5, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Glasfaser 

Flugzeug-Service Hansjo ̈rg Streifeneder 

GmbH, D–72582 Grabenstetten, 

Germany; phone: +49(0)73821032, fax: 

+49(0)73821629; email: info@streifly.de; 

Internet: www.streifly.de/. 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: Jim 

Rutherford, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 

329–4090; email: 

jim.rutherford@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–2012–0046; Directorate Identifier 

2011–CE–040–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:// 

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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 


EMCDONALD on DSK29S0YB1PROD with PROPOSALS