Federal Register / Vol. 77, No. 211 / Wednesday, October 31, 2012 / Rules and Regulations 65805 

not to exceed 31,000 flight cycles. If any 

crack is found: Before further flight, repair 

the crack using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(j) 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 54, and the 

approval must specifically refer to this AD. 

(k) Related Information 

For more information about this AD, 

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. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin MD90– 

57A030, dated February 14, 2012. 

(ii) Reserved. 

(3) For The Boeing Company Airplanes 

service information identified in this AD, 

contact Boeing Commercial Airplanes, 

Attention: Data & Services Management, 3855 

Lakewood Boulevard, MC D800–0019, Long 

Beach, CA 90846–0001; telephone 206–544– 

5000, extension 2; fax 206–766–5683; 

Internet https://www.myboeingfleet.com. 

(4) You may view this service information 

at 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://www.archives.

gov/federal-register/cfr/ibr-locations.html. 

Issued in Renton, Washington, on October 

12, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–26187 Filed 10–30–12; 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; Amendment 

39–17240; AD 2012–22–04] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model MD–90–30 

airplanes. This AD 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 

AD requires 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; and repetitive postrepair inspections, and repair if 

necessary. 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. 

DATES: This AD is effective December 5, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 5, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, CA 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

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: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to include an 

airworthiness directive (AD) that would 

apply to the specified products. That 

SNPRM published in the Federal 

Register on July 24, 2012 (77 FR 43178). 

The original NPRM (76 FR 40288, July 

8, 2011) 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 original 

NPRM also proposed to require 

repetitive post-repair inspections and 

repair if necessary. The SNPRM 

proposed to continue to have the same 

requirements as the original NPRM, but 

also added new repetitive post-repair 

inspections, and corrective action if 

necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the SNPRM 

(77 FR 43178, July 24, 2012) or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed—except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (77 FR 

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65806 Federal Register / Vol. 77, No. 211 / Wednesday, October 31, 2012 / Rules and Regulations 

43178, July 24, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 43178, 

July 24, 2012). 

Costs of Compliance 

We estimate that this AD affects 51 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this 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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2012–22–04 The Boeing Company: 

Amendment 39–17240; Docket No. 

FAA–2011–0652; Directorate Identifier 

2010–NM–045–AD. 

(a) Effective Date 

This AD is effective December 5, 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 

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 inspections 

required by this paragraph for that side only. 

(h) Further Inspections if Cracking of Two 

Inches or Less Is Found and Is 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 is 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 using 

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 

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Federal Register / Vol. 77, No. 211 / Wednesday, October 31, 2012 / Rules and Regulations 65807 

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 using 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 using 

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 using 

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 using 

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 using 

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 using 

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 

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 using 

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 using 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 using 

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 using a method approved in 

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65808 Federal Register / Vol. 77, No. 211 / Wednesday, October 31, 2012 / Rules and Regulations 

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 using 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, which is not 

incorporated by reference in this AD. 

(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 Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, 3855 Lakewood 

Boulevard, MC D800–0019, Long Beach, CA 

90846–0001; telephone 206–544–5000, 

extension 2; fax 206–766–5683; Internet 

https://www.myboeingfleet.com. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin MD90– 

57A026, Revision 1, dated February 23, 2011. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, 3855 Lakewood 

Boulevard, MC D800–0019, Long Beach, CA 

90846–0001; telephone 206–544–5000, 

extension 2; fax 206–766–5683; Internet 

https://www.myboeingfleet.com. 

(4) You may view this service information 

at 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on October 

19, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–26483 Filed 10–30–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0427; Directorate 

Identifier 2011–NM–202–AD; Amendment 

39–17233; AD 2012–21–17] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Airbus Model A320–214 and –232 

airplanes. This AD was prompted by 

reports that medium-head fasteners 

were installed in lieu of shear-head 

fasteners on a certain upper panel, 

which manufacturer fatigue and damage 

tolerance analyses demonstrated could 

have an effect on panel fatigue life. This 

AD requires repetitive inspections for 

cracking of certain fasteners, and repairs 

if necessary. We are issuing this AD to 

detect and correct such cracking, which 

could result in the loss of structural 

integrity of the airplane. 

DATES: This AD becomes effective 

December 5, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 5, 2012. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://www.

regulations.gov or in person at the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

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

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 8, 2012 (77 FR 26996). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

A problem was reported during the 

installation of upper panels on Frame 35 in 

Airbus A320 final assembly line. 

Investigations revealed that medium head 

fasteners, Part Number (P/N) EN6114V3, 

were installed in lieu of shear head fasteners, 

P/N ASNA2657V3 and ASNA2043V3, which 

were previously used. Installation of these 

medium head fasteners leads to a deeper 

countersink in the panel. Fatigue and damage 

tolerance analyses were performed, the 

results of which demonstrated that this 

installation could have a fatigue impact on 

two rows of fasteners between stringers 

(STGR) 5 and 6, and indicated the need for 

a specific inspection in this area. 

This condition, if not detected and 

corrected, could impair the structural 

integrity of the affected aeroplanes. 

For the reasons described above, this 

[European Aviation Safety Agency (EASA)] 

AD requires repetitive special detailed [high 

frequency eddy current] inspections [for 

cracking] of the affected fasteners and, 

depending on findings, the accomplishment 

of associated corrective actions [repair]. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

mstockstill on DSK4VPTVN1PROD with RULES