43178 Federal Register / Vol. 77, No. 142 / Tuesday, July 24, 2012 / Proposed Rules 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.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 July 13, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–17967 Filed 7–23–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0652; Directorate 

Identifier 2010–NM–045–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental Notice of 

Proposed Rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for all The Boeing Company Model MD– 

90–30 airplanes. That NPRM proposed 

to require repetitive eddy current high 

frequency (ETHF) inspections for 

cracking on the aft side of the left and 

right wing rear spar lower caps at 

station Xrs = 164.000, further ETHF 

inspections if cracks are found, and 

repair if necessary. The NPRM also 

proposed repetitive post-repair 

inspections, and repair if necessary. 

That NPRM was prompted by reports of 

cracks of the wing rear spar lower cap 

at the outboard flap, inboard drive hinge 

at station Xrs=164.000. This action 

revises that NPRM by adding repetitive 

post-repair inspections, and corrective 

action if necessary. We are proposing 

this supplemental NPRM to detect and 

correct cracking of the left and right rear 

spar lower caps, which could result in 

fuel leaks and damage to the wing skin 

or other structure, and consequent loss 

of the structural integrity of the wing. 

Since these actions impose an 

additional burden over that proposed in 

the NPRM, we are reopening the 

comment period to allow the public the 

chance to comment on these proposed 

changes. 

DATES: We must receive comments on 

this supplemental NPRM by September 

7, 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: 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 AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood 

Boulevard, MC D800–0019, Long Beach, 

California 90846–0001; telephone 206– 

544–5000, extension 2; fax 206–766– 

5683; 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: 

Roger Durbin, Airframe Branch, ANM– 

120L, FAA, Los Angeles Aircraft 

Certification Office (ACO), 3960 

Paramount Boulevard, Lakewood, 

California 90712–4137; phone (562) 

627–5233; fax (562) 627–5210; email: 

roger.durbin@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–2011–0652; Directorate Identifier 

2010–NM–045–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 to include an AD that would 

apply to all The Boeing Company Model 

MD–90–30 airplanes. That NPRM 

published in the Federal Register on 

July 8, 2011 (76 FR 40288). That NPRM 

proposed to require repetitive eddy 

current high frequency (ETHF) 

inspections for cracking on the aft side 

of the left and right wing rear spar lower 

caps at station Xrs=164.000, further 

ETHF inspections if cracks are found, 

and repair if necessary. The NPRM also 

proposed repetitive post-repair 

inspections, and repair if necessary. 

Actions Since Previous NPRM (76 FR 

40288, July 8, 2011) Was Issued 

Since we issued the previous NPRM 

(76 FR 40288, July 8, 2011), we have 

determined that it is necessary to add 

repetitive inspections for cracking on 

the wing rear spar lower caps at station 

Xrs=164.000 after the splice repair is 

done. The replacement spar cap is 

susceptible to fatigue cracking because 

its design is the same as that of the 

original spar cap. 

Comments 

We gave the public the opportunity to 

comment on the previous NPRM (76 FR 

40288, July 8, 2011). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request for Inspection 

Boeing requested that we revise the 

original NPRM (76 FR 40288, July 8, 

2011) to require an ETHF inspection on 

any splice repair within 30,000 flight 

cycles after the repair. Boeing explained 

that neither Boeing Alert Service 

Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011 (which was 

cited as the appropriate source of 

service information for the original 


Emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 77, No. 142 / Tuesday, July 24, 2012 / Proposed Rules 43179 

NPRM), nor the original NPRM itself 

addresses inspection of the replaced 

spar cap segment for fatigue cracking at 

flap hinge station Xrs=164.000. Boeing 

noted that the design of the original and 

replacement spar caps is the same, so 

the replacement spar cap is also 

susceptible to the same fatigue cracking 

issue. Boeing suggested that this change 

would affect paragraphs (h)(1)(ii), 

(h)(2)(ii), (h)(3)(ii), (i)(1), (i)(2)(i)(C), 

(i)(2)(ii), and (i)(3) of the original NPRM. 

Boeing also explained that they will 

revise Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated 

February 23, 2011, as soon as possible. 

We agree with the request, for the 

reasons provided by the commenter. We 

have added this post-repair inspection 

in new paragraph (j) of this AD, and reidentified subsequent paragraphs 

accordingly. 

FAA’s Determination 

We are proposing this supplemental 

NPRM 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. Certain changes described above 

expand the scope of the original NPRM 

(76 FR 40288, July 8, 2011). As a result, 

we have determined that it is necessary 

to reopen the comment period to 

provide additional opportunity for the 

public to comment on this supplemental 

NPRM. 

Proposed Requirements of the 

Supplemental NPRM 

This supplemental NPRM would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Supplemental NPRM and the 

Service Information.’’ 

Differences Between the Supplemental 

NPRM and the Service Information 

Boeing Alert Service Bulletin MD90– 

57A026, Revision 1, dated February 23, 

2011, does not specify corrective actions 

if cracking is found during any 

inspection of repaired areas, 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 51 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS

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

Inspection ........................... 4 work-hours × $85 per 

hour = $340 per inspection cycle.

N/A ..................................... $340 per inspection cycle .. $17,340 per inspection 

cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this 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 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): 

The Boeing Company: Docket No. FAA– 

2011–0652; Directorate Identifier 2010– 

NM–045–AD. 

(a) Comments Due Date 

We must receive comments by September 

7, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model MD–90–30 airplanes, 

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of cracks 

of the wing rear spar lower cap at the 

outboard flap, inboard drive hinge at station 


Emcdonald on DSK67QTVN1PROD with PROPOSALS
43180 Federal Register / Vol. 77, No. 142 / Tuesday, July 24, 2012 / Proposed Rules 

Xrs=164.000. We are issuing this AD to 

detect and correct cracking of the left and 

right rear spar lower caps, which could result 

in fuel leaks and damage to the wing skin or 

other structure, and consequent loss of the 

structural integrity of the wing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Inspections 

Before the accumulation of 30,000 total 

flight cycles, or within 10,000 flight cycles 

after the effective date of this AD, whichever 

occurs later, do an eddy current high 

frequency (ETHF) inspection for cracking on 

the aft side of the left and right wing rear spar 

lower caps at station Xrs=164.000, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. If no cracking is found on the left 

or right wing rear spar lower cap, repeat the 

inspection on the affected wing rear spar 

lower cap thereafter at intervals not to exceed 

2,550 flight cycles. Doing a repair of the left 

or right wing rear spar lower cap required by 

this AD terminates the repetitive inspection 

required by this paragraph for that side only. 

(h) Further Inspections if Cracking of Two 

Inches or Less Is Found and Not in the Rear 

Spar Lower Cap, Repair, and Repetitive 

Post-Repair Inspections 

If, during any inspection required by 

paragraph (g) of this AD, any crack is found 

that is two inches or less and not in the rear 

spar lower cap forward horizontal leg radius: 

Before further flight, do an ETHF inspection 

for cracking on the affected wing rear spar 

upper cap at station Xrs = 164.000, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. 

(1) If no crack is found in the rear spar 

upper cap during the inspection required in 

paragraph (h) of this AD, do the actions 

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

this AD. 

(i) Option 1: Before further flight, do a 

doubler repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 13,500 flight cycles after 

doing the doubler repair, do an ETHF 

inspection for any cracking in the repaired 

area of the rear spar lower cap, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an eddy current 

low frequency (ETLF) inspection and an 

ultrasonic (UT) inspection for cracking in the 

repaired area of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair in accordance with a method 

approved in accordance with the procedures 

specified in paragraph (l) of this AD. 

(2) If any crack that is two inches or less 

is found in the rear spar upper cap during the 

inspection required by paragraph (h) of this 

AD, do the actions specified in paragraph 

(h)(2)(i) or (h)(2)(ii) of this AD. 

(i) Option 1: Before further flight, do a 

doubler repair of the rear spar upper and 

lower caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 13,500 flight 

cycles after doing the doubler repair, do an 

ETHF inspection for any cracking in the 

repaired area of the rear spar upper and 

lower caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF inspection and a UT inspection for any 

cracking in the repaired area of the rear spar 

lower cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(3) If any crack that is greater than two 

inches is found in the rear spar upper cap 

during the inspection required by paragraph 

(h) of this AD, do the actions specified in 

paragraph (h)(3)(i) or (h)(3)(ii) of this AD. 

(i) Option 1: Before further flight, do a 

splice repair of the rear spar upper cap and 

a doubler repair of the rear spar lower cap, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 13,500 flight cycles after 

doing the doubler repair, do an ETHF 

inspection for any cracking in the repaired 

area of the rear spar lower cap, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF inspection and a UT inspection for any 

cracking in the repaired area of the rear spar 

lower cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(i) Further Inspections if Cracking That Is 

Greater Than Two Inches Is Found or Is in 

the Rear Spar Lower Cap, Repair, and 

Repetitive Post-Repair Inspections 

If, during any inspection required by 

paragraph (g) of this AD, any crack is found 

that is greater than two inches or is in the 

rear spar lower cap forward horizontal leg 

radius, before further flight, do an ETHF 

inspection for cracking on the affected wing 

rear spar upper cap at station Xrs = 164.000, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. 

(1) If no crack is found in the rear spar 

upper cap, before further flight, do a splice 

repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an ETLF 

inspection and a UT inspection for any 

cracking of the repaired area of the lower rear 

spar cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(2) If any crack that is two inches or less 

is found in the rear spar upper cap, do the 

actions specified in paragraph (i)(2)(i) or 

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

(i) Option 1: Do the actions specified in 

paragraphs (i)(2)(i)(A), (i)(2)(i)(B), and 

(i)(2)(i)(C) of this AD. 

(A) Before further flight, do a doubler 

repair of the rear spar upper cap and a splice 

repair of the rear spar lower cap, in 

accordance with the Accomplishment 


Emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 77, No. 142 / Tuesday, July 24, 2012 / Proposed Rules 43181 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. 

(B) Within 13,500 flight cycles after doing 

the doubler repair required by paragraph 

(i)(2)(i)(A) of this AD, do an ETHF inspection 

for any cracking in the repaired area of the 

rear spar upper cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(C) Within 20,000 flight cycles after doing 

the splice repair required by paragraph 

(i)(2)(i)(A) of this AD, do an ETLF inspection 

and a UT inspection for cracking in the 

repaired area of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair in accordance with a method 

approved in accordance with the procedures 

specified in paragraph (l) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF inspection and a UT inspection for 

cracking in the repaired area of the rear spar 

lower cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(3) If any crack that is greater than two 

inches is found in the rear spar upper cap, 

before further flight, do a splice repair of the 

rear spar upper and lower caps, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an ETLF 

inspection and a UT inspection for cracking 

in the repaired area of the rear spar lower 

cap, in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair in accordance with a method 

approved in accordance with the procedures 

specified in paragraph (l) of this AD. 

(j) Repeat ETHF Inspection 

For airplanes on which any splice repair 

was required by this AD: Within 30,000 flight 

cycles after the splice repair, repeat the 

inspection required by paragraph (g) of this 

AD for the repaired wing. If no cracking is 

found on the on the rear spar lower cap of 

the repaired wing, repeat the inspection on 

the affected wing rear spar lower cap 

thereafter at intervals not to exceed 2,550 

flight cycles. If any cracking is found during 

any inspection required by this paragraph, 

before further flight, repair in accordance 

with a method approved in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

(k) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (g), (h), and 

(i) of this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin MD90–57A026, 

dated February 11, 2010. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(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, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Roger Durbin, Airframe Branch, 

ANM–120L, FAA, Los Angeles ACO, 3960 

Paramount Boulevard, Lakewood, California 

90712–4137; phone: (562) 627–5233; fax: 

(562) 627–5210; email: roger.durbin@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; 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 July 13, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–17968 Filed 7–23–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

Docket No. FAA–2012–0705; Airspace 

Docket No. 12–AWP–4 

Proposed Establishment of Class E 

Airspace; Coaldale, NV 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

establish Class E airspace at Coaldale 

VHF Omni-Directional Radio Range 

Tactical Air Navigational Aid 

(VORTAC), Coaldale, NV to facilitate 

vectoring of Instrument Flight Rules 

(IFR) aircraft under control of Oakland 

Air Route Traffic Control Center 

(ARTCC). The FAA is proposing this 

action to enhance the safety and 

management of aircraft operations 

within the National Airspace System. 

DATES: Comments must be received on 

or before September 7, 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–2012–0705; Airspace 

Docket No. 12–AWP–4, 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:

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 


Emcdonald on DSK67QTVN1PROD with PROPOSALS