Federal Register / Vol. 78, No. 126 / Monday, July 1, 2013 / Proposed Rules 39193 

(j) Parts Installation Limitations 

As of the effective date of this AD, no 

person may install, on any airplane, a special 

washer having P/N D5725260120000 or P/N 

D5725664320000, unless it is installed in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1169, Revision 01, dated September 18, 

2012; or in accordance with the instructions 

specified in the tasks identified in paragraphs 

(j)(1), (j)(2), and (j)(3) of this AD. 

(1) Task 57–26–13–400–001–A, Installation 

of the Bearing Assembly of the Forward 

Pintle Pin, in Subject 57–26–13, 

Attachment—Main Landing Gear, of Chapter 

57, Wings, of the Airbus A318/A319/A320/ 

A321 Aircraft Maintenance Manual (AMM), 

Revision 50, dated November 1, 2012. 

(2) Task 57–26–13–400–002–A, Installation 

of the Bearing Assembly of the MLG Actuator 

Attachment, in Subject 57–26–13, 

Attachment—Main Landing Gear, of Chapter 

57, Wings, of the Airbus A318/A319/A320/ 

A321 AMM, Revision 50, dated November 1, 

2012. 

(3) Task 57–26–13–400–004–A Installation 

of the Bearing Seals of the MLG Actuator 

Bearing Assembly, in Subject 57–26–13, 

Attachment—Main Landing Gear, of Chapter 

57, Wings, of the Airbus A318/A319/A320/ 

A321 AMM, Revision 50, dated November 1, 

2012. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Airbus Service Bulletin 

A320–57–1169, dated January 10, 2012, 

which is not incorporated by reference in this 

AD. 

(l) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

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. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2012–0223, dated 

October 23, 2012; Airbus Service Bulletin 

A320–57–1169, Revision 01, dated 

September 18, 2012; and the following tasks 

specified in Subject 57–26–13, of Chapter 57, 

Wings, of the Airbus A318/A319/A320/A321 

AMM, Revision 50, dated November 1, 2012; 

for related information. 

(i) Task 57–26–13–400–001–A, Installation 

of the Bearing Assembly of the Forward 

Pintle Pin. 

(ii) Task 57–26–13–400–002–A, 

Installation of the Bearing Assembly of the 

MLG Actuator Attachment. 

(iii) Task 57–26–13–400–004–A, 

Installation of the Bearing Seals of the MLG 

Actuator Bearing Assembly. 

(2) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. You may review copies of 

the referenced service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. You may 

review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on June 17, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–15663 Filed 6–28–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0542; Directorate 

Identifier 2011–NM–162–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to all The Boeing Company 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. The 

existing AD currently requires repetitive 

inspections for discrepancies of each 

carriage spindle of the outboard midflaps; repetitive gap checks of the 

inboard and outboard carriages of the 

outboard mid-flaps to detect fractured 

carriage spindles; measuring to ensure 

that any new or serviceable carriage 

spindle meets minimum allowable 

diameter measurements taken at three 

locations; repetitive inspections, 

measurements, and overhaul of the 

carriage spindles; replacement of any 

carriage spindle when it has reached its 

maximum life limit; and corrective 

actions if necessary. Since we issued 

that AD, we received a report of failure 

of both flap carriages. This proposed AD 

would require reducing the life limit of 

the carriages, reducing the repetitive 

interval for certain inspections and gap 

checks for certain carriages. This 

proposed AD would also add an option, 

for certain replacements, of doing an 

inspection, and related investigative and 

corrective actions if necessary. We are 

proposing this AD to detect and correct 

cracked, corroded, or fractured carriage 

spindles, which could lead to severe 

flap asymmetry, and could result in 

reduced control or loss of controllability 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by August 15, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P. O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 


tkelley on DSK3SPTVN1PROD with PROPOSALS
39194 Federal Register / Vol. 78, No. 126 / Monday, July 1, 2013 / Proposed Rules 

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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6440; fax: (425)917–6590; email: 

nancy.marsh@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–2013–0542; Directorate Identifier 

2011–NM–162–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 July 14, 2010, we issued AD 2010– 

15–08, Amendment 39–16374 (75 FR 

43803, July 27, 2010), for all Model 737– 

100, –200, –200C, –300, –400, and –500 

series airplanes. That AD requires 

repetitive inspections to find 

discrepancies (cracks, fractures, and 

corrosion) of each carriage spindle of 

the left and right outboard mid-flaps; 

repetitive gap checks of the inboard and 

outboard carriages of the outboard midflaps to detect fractured carriage 

spindles; measuring to ensure that any 

new or serviceable carriage spindle 

meets minimum allowable diameter 

measurements taken at three locations; 

repetitive inspections, measurements, 

and overhaul of the carriages; 

replacement of any carriage when it has 

reached its maximum life limit; and 

corrective actions if necessary. That AD 

resulted from reports of fractures that 

resulted from stress corrosion and 

pitting along the length of the carriage 

spindle and spindle diameter. We 

issued that AD to detect and correct 

cracked, corroded, or fractured carriage 

spindles, and to prevent severe flap 

asymmetry, which could result in 

reduced control or loss of controllability 

of the airplane. 

Actions Since Existing AD (75 FR 

43803, July 27, 2010) Was Issued 

Since we issued AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, 

July 27, 2010), we received a report of 

failure of both flap carriages on an 

outboard flap of a Model 737 airplane, 

which indicates that life limits and 

certain repetitive inspection intervals of 

the carriages mandated by existing AD 

2010–15–08 should be reduced. 

Relevant Service Information 

AD 2010–15–08, Amendment 39– 

16374 (75 FR 43803, July 27, 2010), 

referred to Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated 

November 25, 2003; and Boeing Alert 

Service Bulletin 737–57A1218, Revision 

5, dated February 9, 2009; as the 

appropriate sources of service 

information for the required actions. 

Boeing has since revised these service 

bulletins. 

We reviewed Boeing Service Bulletin 

737–57A1277, Revision 3, dated May 

16, 2012, which describes reduced 

repetitive intervals for the nondestructive test (NDT) ultrasonic 

inspection and general visual inspection 

of the carriage spindle, and gap check 

measurements of the inboard and 

outboard carriages. 

The related investigative actions of 

Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012, include 

removing the carriage from service and 

performing a detailed inspection for 

corrosion, cracking, or a severed 

spindle; determining if there is damage 

that would cause the midflap to move 

away from the carriage. 

Corrective actions of Boeing Service 

Bulletin 737–57A1277, Revision 3, 

dated May 16, 2012, include installing 

a new or serviceable inboard or 

outboard carriage of the outboard midflaps. 

We also reviewed Boeing Alert 

Service Bulletin 737–57A1218, Revision 

6, dated June 9, 2011, which shortens 

the life limit and compliance time for 

the replacement of spindles from 48,000 

total flight cycles to 40,000 total 

accumulated flight cycles. 

The related investigative actions of 

Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 

2011, include performing a detailed 

inspection for corrosion and pitting, 

performing a magnetic particle 

inspection for cracking, and measuring 

for minimum allowable spindle 

diameter. Corrective actions of Boeing 

Alert Service Bulletin 737–57A1218, 

Revision 6, dated June 9, 2011, include 

installing a new or serviceable inboard 

and outboard carriage of the outboard 

mid-flaps; overhauling carriages to 

remove corrosion or repair damage; and 

replacing any carriage that has cracking, 

or damage beyond the repair limits for 

minimum allowable spindle diameters, 

or reached its life limit. 

Explanation of Changes to Existing 

Requirements of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, 

July 27, 2010) 

Paragraphs (i) and (k) of existing AD 

2010–15–08, Amendment 39–16374 (75 

FR 43803, July 27, 2010), require 

installing a new or serviceable carriage 

spindle if certain conditions are found. 

In this proposed AD, when these certain 

conditions are found, rather than 

installing a new or serviceable carriage 

spindle, operators now have the option 

to first do a detailed inspection to 

determine if there is corrosion, cracking, 

or a severed spindle, and do related 

investigative and corrective actions if 

necessary. Therefore, we revised 

paragraphs (i) and (k) of this proposed 

AD, to include these optional actions. 

We have also added an exception to 

paragraph (i) of this proposed AD to 

specify that actions in that paragraph 

are not necessary for carriage spindles 

on which an ultrasonic inspection of the 

spindle has been done and the spindle 

has been confirmed not to be severed. 

We have revised paragraph (m) of this 

AD to remove the reference to Chapter 

20–42–09, Electrodeposited Nickel 

Plating, of the Boeing (737) Standard 

Overhaul Practices Manual, and we 

removed the reference that as of August 

31, 2010, the effective date of AD 2010– 

15–08, Amendment 39, 16374 (75 FR 

438003) to use only Boeing (737) 

Standard Overhaul Practices Manual, 

Revision 25, dated July 1, 2009. 

Instead, application of nickel plating 

done in accordance with a method 

approved by the Manager, Seattle 

Aircraft Certification Office (ACO), 

FAA, is acceptable for compliance with 

the actions required by paragraph (m) of 

this AD. We added Note 1 to paragraph 

(m) of this AD to specify that guidance 

on the application of nickel plating can 

be found in Chapter 20–42–09, 

Electrodeposited Nickel Plating, of the 

Boeing (737) Standard Overhaul 

Practices Manual, Revision 25, dated 

July 1, 2009. 


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We have also added paragraph (m)(3) 

to prohibit the application of any 

plating to the carriage using any high 

velocity oxygen fuel (HVOF) thermal 

spray process. 

We have also clarified the compliance 

time for the repetitive actions specified 

in paragraph (n) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, 

July 27, 2010). 

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 these same 

type designs. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, 

July 27, 2010). This proposed AD also 

would require accomplishing the 

actions specified in the service 

information described previously. This 

proposed AD would also shorten certain 

compliance times. 

Costs of Compliance 

We estimate that this proposed AD 

affects 652 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 

Inspections [retained actions from existing 

AD 2010-15-08, Amendment 39-16374 

(75 FR 43803, July 27, 2010)].

12 work-hours × $85 

per hour = $1,020.

$0 $1,020 per inspection cycle.$665,040 per inspection cycle. 

Inspections and measurements [retained 

actions from existing AD 2010-15-08, 

Amendment 39-16374 (75 FR 43803, 

July 27, 2010)].

2 work-hours × $85 

per hour = $170.

0 $170 per inspection 

and measurement 

cycle..

$110,840 per inspection and measurement cycle 

Overhauls [retained actions from existing 

AD 2010-15-08, Amendment 39-16374 

(75 FR 43803, July 27, 2010)].

16 work-hours × $85 

per hour = $1,360.

128,000 $29,360 per overhaul cycle.

$19,142,720 per overhaul cycle. 

Replacements [retained actions from existing AD 2010-15-08, Amendment 

39-16374 (75 FR 43803, July 27, 

2010)].

16 work-hours × $85 

per hour = $1,360.

260,000 $61,360 per replacement cycle.

$40,006,720 per replacement cycle. 

1 $7,000 per spindle; 4 spindles per airplane. 2 $15,000 per spindle; 4 spindles per airplane. 

The new requirements of this 

proposed AD add no additional 

economic burden. 

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) 

2010–15–08, Amendment 39–16374 (75 

FR 43803, July 27, 2010), and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2013–0542; Directorate Identifier 2011– 

NM–162–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by August 15, 2013. 

(b) Affected ADs 

This AD supersedes AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

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

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57: Wings. 


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39196 Federal Register / Vol. 78, No. 126 / Monday, July 1, 2013 / Proposed Rules 

(e) Unsafe Condition 

This AD was prompted by reports of 

fractures that resulted from stress corrosion 

and pitting along the length of the spindle 

and spindle diameter, and a subsequent 

report of failure of both flap carriages. We are 

issuing this AD to detect and correct cracked, 

corroded, or fractured carriage spindles, 

which could lead to severe flap asymmetry, 

and could result in reduced control or loss 

of controllability of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Compliance Times for Paragraphs (h) and 

(j) of This AD 

This paragraph restates the requirements of 

paragraph (g) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information that 

shortens the compliance times for certain 

inspections. The tables in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; and Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012; specify the compliance times 

for paragraphs (g) through (k) of this AD. For 

carriage spindles that have accumulated the 

number of flight cycles or years in service 

specified in the ‘‘Threshold’’ column of the 

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

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003, 

accomplish the gap check, nondestructive 

test (NDT) inspection, and general visual 

inspection specified in paragraphs (h) and (j) 

of this AD within the corresponding interval 

after December 4, 2003 (the effective date AD 

2003–24–08, Amendment 39–16337 (68 FR 

67027, December 1, 2003)), as specified in 

the ‘‘Interval’’ column of the tables in 

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

Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003, except 

as specified in paragraphs (g)(1) and (g)(2) of 

this AD. Repeat the gap check, NDT, and 

general visual inspections at the intervals 

specified in the ‘‘Interval’’ column of the 

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

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003, except 

as specified in paragraph (g)(1) and (g)(2) of 

this AD. As of the effective date of this AD, 

accomplish the gap check, NDT inspection, 

and general visual inspections specified in 

paragraphs (h) and (j) of this AD within the 

corresponding interval as specified in the 

‘‘Interval’’ column of the tables in paragraph 

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

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003, and thereafter at the 

intervals specified in Boeing Service Bulletin 

737–57A1277, Revision 3, dated May 16, 

2012, except as specified in paragraphs (g)(1) 

and (g)(2) of this AD. Repeat the gap check, 

NDT, and general visual inspections 

thereafter at the intervals specified in the 

‘‘Interval’’ column of the tables in paragraph 

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

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012, except as specified in 

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

(1) The gap check does not have to be done 

at the same time as an NDT inspection; after 

doing an NDT inspection, the interval for 

doing the next gap check may be measured 

from the NDT inspection. 

(2) As carriage spindles gain flight cycles 

or years in service and move from one 

category in the ‘‘Threshold’’ column to 

another, they are subject to the repetitive 

inspection intervals corresponding to the 

new threshold category. 

(h) Retained Work Package 2: Gap Check 

This paragraph restates the requirements of 

paragraph (h) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information. 

Perform a gap check of the inboard and 

outboard carriage of the left and right 

outboard mid-flaps to determine if there is a 

positive indication of a severed carriage 

spindle, in accordance with Work Package 2 

of paragraph 3.B., ‘‘Work Instructions,’’ of 

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003; or 

Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012. As of the 

effective date of this AD, only Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012, may be used to perform the 

actions specified in this paragraph. 

(i) Retained Work Package 2: Corrective 

Actions With New Optional Actions and 

Exception 

This paragraph restates the requirements of 

paragraph (i) of AD 2010–15–08, Amendment 

39–16374 (75 FR 43803, July 27, 2010), with 

revised service information and new optional 

actions and exception. If there is a positive 

indication of a severed carriage spindle 

during the gap check required by paragraph 

(h) of this AD, before further flight, do the 

actions specified in paragraph (i)(1) or (i)(2) 

of this AD, except for carriage spindles on 

which an ultrasonic inspection has been 

done in accordance with the ‘‘Work 

Instructions’’ of Boeing Service Bulletin 737– 

57A1277, Revision 3, dated May 16, 2012; 

and the spindle has been confirmed not to be 

severed, no further actions are required by 

this paragraph for that carriage spindle. 

(1) Remove the carriage spindle and install 

a new or serviceable carriage spindle, in 

accordance with the ‘‘Work Instructions’’ of 

any service bulletin specified in paragraph 

(i)(1)(i), (i)(1)(ii), (i)(1)(iii), or (i)(1)(iv) of this 

AD. As of the effective date of this AD, only 

Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012, may be used 

to perform the actions specified in this 

paragraph. 

(i) Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003. 

(ii) Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012. 

(iii) Boeing Alert Service Bulletin 737– 

57A1218, Revision 5, dated February 9, 2009. 

(iv) Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011 

(2) Do a detailed inspection of the spindle 

to determine if there is corrosion, cracking, 

or a severed spindle, and, before further 

flight, do all related investigative and 

corrective actions, in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012. If, during the detailed 

inspection described in paragraph 4.b. of 

Work Package 2 of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003, or Revision 3, dated May 

16, 2012, a carriage spindle is found not to 

be severed, and no corrosion and no cracking 

is present, it can be reinstalled on the 

outboard mid-flap, in accordance with any 

service bulletin specified in paragraph 

(i)(2)(i), (i)(2)(ii), (i)(2)(iii), or (i)(2)(iv) of this 

AD. As of the effective date of this AD, only 

Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012, may be used 

to perform the actions specified in this 

paragraph. 

(i) Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003. 

(ii) Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012. 

(iii) Boeing Alert Service Bulletin 737– 

57A1218, Revision 5, dated February 9, 2009. 

(iv) Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011 

(j) Retained Work Package 1: NDT 

(Ultrasonic) and General Visual Inspections 

This paragraph restates the requirements of 

paragraph (j) of AD 2010–15–08, Amendment 

39–16374 (75 FR 43803, July 27, 2010), with 

revised service information. Perform an NDT 

(ultrasonic) inspection and general visual 

inspection for each carriage spindle of the 

left and right outboard mid-flaps to detect 

cracks, corrosion, or severed carriage 

spindles, in accordance with ‘‘Work Package 

1’’ of the ‘‘Work Instructions’’ of Boeing Alert 

Service Bulletin 737–57A1277, Revision 1, 

dated November 25, 2003; or Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

57A1277, Revision 3, dated May 16, 2012, 

may be used to perform the actions specified 

in this paragraph. 

(k) Retained Work Package 1: Corrective 

Actions and New Optional Action 

This paragraph restates the requirements of 

paragraph (k) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information and 

new optional action. If any corroded, 

cracked, or severed carriage spindle is found 

during any inspection required by paragraph 

(j) of this AD: Before further flight, do the 

actions specified in paragraph (k)(1) or (k)(2) 

of this AD. 

(1) Remove the carriage spindle and install 

a new or serviceable carriage spindle, in 

accordance any service bulletin identified in 

paragraph (k)(1)(i), (k)(1)(ii), (k)(1)(iii), or 

(k)(1)(iv) of this AD. As of the effective date 

of this AD, only Boeing Service Bulletin 737– 

57A1277, Revision 3, dated May 16, 2012, 

may be used to perform the actions specified 

in this paragraph. 

(i) Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003. 

(ii) Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012. 


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Federal Register / Vol. 78, No. 126 / Monday, July 1, 2013 / Proposed Rules 39197 

(iii) Boeing Alert Service Bulletin 737– 

57A1218, Revision 5, dated February 9, 2009. 

(iv) Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011 

(2) Do a detailed inspection of the spindle 

to determine if there is corrosion, cracking, 

or a severed spindle, in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012. If any corrosion, cracking, or 

a severed spindle is found, before further 

flight, install a new or serviceable carriage 

spindle, in accordance any service bulletin 

identified in paragraph (k)(1)(i), (k)(1)(ii), 

(k)(1)(iii), or (k)(1)(iv) of this AD. As of the 

effective date of this AD, only Boeing Service 

Bulletin 737–57A1277, Revision 3, dated 

May 16, 2012, may be used to perform the 

actions specified in this paragraph. 

(l) Retained Parts Installation Limitation 

This paragraph restates the requirements of 

paragraph (l) of AD 2010–15–08, Amendment 

39–16374 (75 FR 43803, July 27, 2010). 

Except as provided in paragraph (i) of this 

AD: As of December 4, 2003 (the effective 

date AD 2003–24–08, Amendment 39–16337 

(68 FR 67027, December 1, 2003), no person 

may install on any airplane a carriage spindle 

that has been removed as required by 

paragraph (i) or (k) of this AD, unless it has 

been overhauled in accordance with the 

‘‘Work Instructions’’ of the applicable service 

bulletin identified in paragraph (l)(1), (l)(2), 

(l)(3), or (l)(4) of this AD. As of the effective 

date of this AD, only Boeing Service Bulletin 

737–57A1277, Revision 3, dated May 16, 

2012; or Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011; 

may be used to perform the actions specified 

in this paragraph. To be eligible for 

installation under this paragraph, the carriage 

spindle must have been overhauled in 

accordance with the requirements of 

paragraph (m) of this AD. 

(1) Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003. 

(2) Boeing Service Bulletin 737–57A1277, 

Revision 3, dated May 16, 2012. 

(3) Boeing Alert Service Bulletin 737– 

57A1218, Revision 5, dated February 9, 2009. 

(4) Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011. 

(m) Retained Electrodeposited Nickel Plating 

With New Plating Restrictions 

This paragraph restates the requirements of 

paragraph (m) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010) with revised plating application 

procedures. As of the effective date of this 

AD, during accomplishment of any overhaul 

specified in paragraph (l) or (o) of this AD, 

follow the requirements specified in 

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

AD during application of the plating to the 

carriage spindle, in accordance with a 

method approved by the Manager, Seattle, 

Aircraft Certification Office (ACO), FAA. 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. 

(1) The maximum deposition rate of the 

nickel plating in any one plating/baking 

cycle must not exceed 0.002-inch-per-hour. 

(2) Begin the hydrogen embrittlement relief 

bake within 10 hours after application of the 

nickel plating, or less than 24 hours after the 

current was first applied to the part, 

whichever is first. 

(3) The carriage must not be plated using 

any high velocity oxygen fuel (HVOF) 

thermal spray process. 

Note 1 to paragraph (m) of this AD: 

Guidance on the application of nickel plating 

can be found in Chapter 20–42–09, 

Electrodeposited Nickel Plating, of the 

Boeing (737) Standard Overhaul Practices 

Manual, Revision 25, dated July 1, 2009. 

(n) Retained Exception to Reporting 

Recommendations 

This paragraph restates the provisions of 

paragraph (n) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information. 

Although Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003; and Boeing Service Bulletin 737– 

57A1277, Revision 3, dated May 16, 2012; 

recommend that operators report inspection 

findings to the manufacturer, this AD does 

not require reporting. 

(o) Retained Inspections, Measurements, and 

Overhauls of the Carriage Spindle With 

Clarification of Overhaul Restrictions 

This paragraph restates the requirements of 

paragraph (o) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010) with clarification of overhaul 

restrictions. At the applicable times specified 

in paragraphs (o)(1) and (o)(2) of this AD: Do 

the detailed inspection for corrosion, pitting, 

and cracking of the carriage spindle; 

magnetic particle inspection for cracking of 

the carriage spindle; measurements of the 

spindle to determine if it meets the allowable 

minimum diameter; overhauls of the carriage 

spindle; and applicable corrective actions; in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009; or Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011. As 

of the effective date of this AD, only Boeing 

Alert Service Bulletin 737–57A1218, 

Revision 6, dated June 9, 2011, may be used 

to perform the actions specified in this 

paragraph. The applicable corrective actions 

must be done before further flight. Repeat 

these actions thereafter at intervals not to 

exceed every 12,000 flight cycles on the 

carriage spindle or every 8 years since first 

installation of the carriage spindle on the 

airplane, whichever comes first. As of the 

effective date of this AD: For any overhaul 

required by this paragraph, the carriage 

spindle must be overhauled in accordance 

with the requirements of paragraph (m) of 

this AD. 

(1) For Model 737–100, –200, –200C series 

airplanes: At the later of the times specified 

in paragraphs (o)(1)(i) and (o)(1)(ii) of this 

AD. 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 1 year after August 31, 2010 (the 

effective date of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010)). 

(2) For Model –300, –400, and –500 series 

airplanes: At the later of the times specified 

in paragraphs (o)(2)(i) and (o)(2)(ii) of this 

AD. 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 2 years after August 31, 2010 

(the effective date of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010)). 

(p) Retained Carriage Spindle Replacement 

for Model 737–100, –200, and –200C Series 

Airplanes 

This paragraph restates the requirements of 

paragraph (p) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information and 

a shortened compliance time. For Model 

737–100, –200, –200C series airplanes: 

Replace the carriage spindle with a new or 

documented (for which the service life, in 

total flight cycles, is known) carriage spindle, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009; or Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011; at 

the earlier of the times specified in 

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

except as required by paragraph (r) of this 

AD. As of the effective date of this AD, only 

Boeing Alert Service Bulletin 737–57A1218, 

Revision 6, dated June 9, 2011, may be used 

to perform the replacement. Overhauling the 

carriage spindles does not zero-out the flight 

cycles. Total flight cycles accumulate since 

new. 

(1) At the later of the times specified in 

paragraphs (p)(1)(i) and (p)(1)(ii) of this AD. 

(i) Before the accumulation of 48,000 total 

flight cycles on the new or overhauled 

carriage. 

(ii) Within 3 years or 7,500 flight cycles 

after August 31, 2010 (the effective date of 

AD 2010–15–08, Amendment 39–16374 (75 

FR 43803, July 27, 2010)), whichever occurs 

first. 

(2) Before the accumulation of 40,000 total 

flight cycles on the new or overhauled 

carriage or 6 months after the effective date 

of this AD, whichever occurs later. 

(q) Retained Carriage Spindle Replacement 

for Model 737–300, –400, and –500 Series 

Airplanes 

This paragraph restates the requirements of 

paragraph (q) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised service information and 

a shortened compliance time. For Model 

737–300, –400, and –500 series airplanes: 

Replace the carriage spindle with a new or 

documented (for which the service life, in 

flight cycles, is known) carriage spindle, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 


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737–57A1218, Revision 5, dated February 9, 

2009; or Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011; at 

the later of the times specified in paragraphs 

(q)(1) and (q)(2) of this AD, except as 

required by paragraph (r) of this AD. As of 

the effective date of this AD, only Boeing 

Alert Service Bulletin 737–57A1218, 

Revision 6, dated June 9, 2011, may be used 

to perform the replacement required by this 

paragraph. Overhauling the carriage spindles 

does not zero-out the flight cycles. Total 

flight cycles accumulate since new. 

(1) Before the accumulation of 40,000 total 

flight cycles on the new or overhauled 

carriage. 

(2) Within 6 years or 15,000 flight cycles 

after August 31, 2010 (the effective date of 

AD 2010–15–08, Amendment 39–16374 (75 

FR 43803, July 27, 2010)), whichever occurs 

first. 

(r) Retained Carriage Spindle Replacement 

for Airplanes With an Undocumented 

Carriage 

This paragraph restates the requirements of 

paragraph (r) of AD 2010–15–08, Amendment 

39–16374 (75 FR 43803, July 27, 2010). For 

airplanes with an undocumented carriage: Do 

the applicable actions specified in paragraph 

(p) or (q) of this AD at the applicable time 

specified in paragraph (r)(1) or (r)(2) of this 

AD. 

(1) For Model 737–100, –200, –200C series 

airplanes: Do the actions specified in 

paragraph (p) of this AD at the time specified 

in paragraph (p)(1)(ii) of this AD. 

(2) For Model –300, –400, and –500 series 

airplanes: Do the actions specified in 

paragraph (q) of this AD at the time specified 

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

(s) Retained Repetitive Replacements of 

Carriage Spindle 

This paragraph restates the requirements of 

paragraph (s) of AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), with revised compliance times. 

(1) For airplanes on which the actions 

required by paragraph (p) or (q) of this AD, 

as applicable, have been done as of the 

effective date of this AD: Repeat the 

replacement of the carriage spindle specified 

by paragraph (p) or (q) of this AD, as 

applicable, one time at the later of the times 

specified in paragraphs (s)(1)(i) and (s)(1)(ii) 

of this AD, and thereafter at intervals not to 

exceed 40,000 total flight cycles on the new 

or overhauled carriage spindle. 

(i) Before the accumulation of 40,000 total 

flight cycles on the new or overhauled 

carriage. 

(ii) Within 6 years or 15,000 flight cycles 

after August 31, 2010 (the effective date of 

AD 2010–15–08, Amendment 39–16374 (75 

FR 43803, July 27, 2010)), whichever occurs 

first. 

(2) For airplanes on which the actions 

required by paragraph (p) or (q) of this AD, 

as applicable, have not been done as of the 

effective date of this AD: Repeat the 

replacement of the carriage spindle specified 

by paragraph (p) or (q) of this AD, as 

applicable, thereafter at intervals not to 

exceed 40,000 total flight cycles on the new 

or overhauled carriage spindle. 

(t) Exception to Compliance Time 

Where Boeing Service Bulletin 737– 

57A1277, Revision 3, dated May 16, 2012, 

and Boeing Alert Service Bulletin 737– 

57A1218, Revision 6, dated June 9, 2011, 

specify a compliance time after the dates of 

those service bulletins, this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(u) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) through (s) of this 

AD, if those actions were performed before 

the effective date of this AD using Boeing 

Alert Service Bulletin 737–57A1277, 

Revision 2, dated June 9, 2011, which is not 

incorporated by reference in this AD. 

(v) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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. 

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, 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 previously approved in 

accordance with AD 2003–24–08, 

Amendment 39–13377 (68 FR 67027, 

December 1, 2003), or AD 2010–15–08, 

Amendment 39–16374 (75 FR 43803, July 27, 

2010), are approved as AMOCs for individual 

repairs are acceptable for compliance with 

the corresponding provisions of this AD. All 

other existing AMOCs are not acceptable. 

(w) Related Information 

(1) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6440; fax: (425) 917–6590; 

email: nancy.marsh@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 June 14, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–15660 Filed 6–28–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF DEFENSE 

Department of the Army, Corps of 

Engineers 

33 CFR Part 334 

Pacific Ocean Off the Pacific Missile 

Range Facility at Barking Sands, Island 

of Kauai, Hawaii; Danger Zone 

AGENCY: U.S. Army Corps of Engineers, 

DoD. 

ACTION: Notice of proposed rulemaking 

and request for comments. 

SUMMARY: The Corps of Engineers is 

proposing to amend an existing danger 

zone in waters of the Pacific Ocean off 

the Pacific Missile Range Facility at 

Barking Sands, Island of Kauai, Hawaii. 

The U.S. Navy conducts missile defense 

activities, test missile launches, and 

training activities at the Pacific Missile 

Range Facility. The proposed 

amendment is necessary to protect the 

public from hazards associated with 

missile launch operations, training 

activities, and increased threat 

conditions. The proposed amendment 

would expand the existing danger zone 

and would prohibit any activity by the 

public within the danger zone without 

first obtaining permission from the 

Commanding Officer, Pacific Missile 

Range Facility, to ensure public safety 

and/or installation good order during 

range operations, weapon system 

testing, training activities, increases in 

force protection and other mission 

essential evolutions. The expanded 

danger zone would extend along 

approximately seven miles of shoreline 

adjacent to the Pacific Missile Range 

Facility, with its seaward extent ranging 

between 2.96 and 4.16 nautical miles 

offshore. 

DATES: Written comments must be 

submitted on or before July 31, 2013. 

ADDRESSES: You may submit comments, 

identified by docket number COE– 

2013–0007, by any of the following 

methods: 


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