Federal Register / Vol. 68, No. 230 / Monday, December 1, 2003 / Rules and Regulations 67027

Commenters wishing the FAA to 

acknowledge receipt of their comments 

submitted in response to this rule must 

submit a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Number 2003–NM–247–AD.’’

The postcard will be date stamped and 

returned to the commenter.

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

The FAA has determined that this 

regulation is an emergency regulation 

that must be issued immediately to 

correct an unsafe condition in aircraft, 

and that it is not a ‘‘significant 

regulatory action’’ under Executive 

Order 12866. It has been determined 

further that this action involves an 

emergency regulation under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979). If it is 

determined that this emergency 

regulation otherwise would be 

significant under DOT Regulatory 

Policies and Procedures, a final 

regulatory evaluation will be prepared 

and placed in the Rules Docket. A copy 

of it, if filed, may be obtained from the 

Rules Docket at the location provided 

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the Federal Aviation 

Administration amends part 39 of the 

Federal Aviation Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2003–24–06 Dassault Aviation:

Amendment 39–13375. Docket 2003–

NM–247–AD.

Applicability: All Model Mystere-Falcon 

200 series airplanes, certificated in any 

category. 

Compliance: Required as indicated, unless 

accomplished previously. 

To ensure that the flightcrew is able to 

extinguish an engine fire, should one occur, 

accomplish the following: 

One-Time Inspection and Corrective Action 

(a) Within 10 days after the effective date 

of this AD, perform a one-time general visual 

inspection of the fire extinguishing pipe for 

each engine to determine whether six holes 

for dispersal of fire-extinguishing agent are 

present between the rear coupling and the 

front attaching lug of the pipe, per the 

Accomplishment Instructions of Dassault 

Alert Service Bulletin F200–A120, Revision 

1, dated November 13, 2003; except that it is 

not required to complete the card recording 

compliance with the service bulletin and 

return it to the manufacturer. 

(1) If all required holes are present on the 

fire extinguishing pipes for both engines, no 

further action is required by this paragraph. 

(2) For any fire extinguishing pipe missing 

any or all required holes, before further 

flight, replace the pipe with a new pipe that 

has the required holes, or drill the required 

holes in the existing pipe, per the 

Accomplishment Instructions of the service 

bulletin.

Note 1: For the purposes of this AD, a 

general visual inspection is defined as: ‘‘A 

visual examination of an interior or exterior 

area, installation, or assembly to detect 

obvious damage, failure, or irregularity. This 

level of inspection is made from within 

touching distance unless otherwise specified. 

A mirror may be necessary to enhance visual 

access to all exposed surfaces in the 

inspection area. This level of inspection is 

made under normally available lighting 

conditions such as daylight, hangar lighting, 

flashlight, or droplight and may require 

removal or opening of access panels or doors. 

Stands, ladders, or platforms may be required 

to gain proximity to the area being checked.’’

Parts Installation 

(b) As of the effective date of this AD, no 

person may install, on any airplane, a fire 

extinguishing pipe for an engine unless it has 

been inspected per paragraph (a) of this AD 

and found to have all holes required for 

dispersal of fire-extinguishing agent. 

Alternative Methods of Compliance 

(c) In accordance with 14 CFR 39.19, the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, is 

authorized to approve alternative methods of 

compliance for this AD. 

Incorporation by Reference 

(d) The actions shall be done in accordance 

with Dassault Alert Service Bulletin F200–

A120, Revision 1, dated November 13, 2003. 

This incorporation by reference was 

approved by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. Copies may be obtained 

from Dassault Falcon Jet, P.O. Box 2000, 

South Hackensack, New Jersey 07606. Copies 

may be inspected at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue, 

SW., Renton, Washington; or at the Office of 

the Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

Note 2: The subject of this AD is addressed 

in French emergency airworthiness directive 

F–2003–419(B), dated November 13, 2003.

Effective Date 

(e) This amendment becomes effective on 

December 1, 2003.

Issued in Renton, Washington, on 

November 20, 2003. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 03–29570 Filed 11–28–03; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2003–NM–249–AD; Amendment 

39–13377; AD 2003–24–08] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD), 

applicable to all Boeing Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes, that currently requires 

repetitive inspections to find cracks, 

fractures, or corrosion of each carriage 

spindle of the left and right outboard 

mid-flaps; and corrective action, if 

necessary. That AD also provides for an 

optional action of overhaul or 

replacement of the carriage spindles. 

This amendment requires repetitive gap 

checks of the inboard and outboard 

carriage of the outboard mid-flaps to 

detect fractured carriage spindles; and 

corrective actions, if necessary. This 

amendment also reduces the interval for 

the existing inspections and revises the 

overhaul procedures. The actions 

specified in this AD are intended 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. This 

action is intended to address the 

identified unsafe condition.

DATES: Effective December 4, 2003. 

The incorporation by reference of 

Boeing Alert Service Bulletin 737–

67028 Federal Register / Vol. 68, No. 230 / Monday, December 1, 2003 / Rules and Regulations 

57A1277, Revision 1, dated November 

25, 2003, as listed in the regulations, is 

approved by the Director of the Federal 

Register as of December 4, 2003. 

The incorporation by reference of 

Boeing Alert Service Bulletin 737–

57A1277, dated July 25, 2002, as listed 

in the regulations, was approved 

previously by the Director of the Federal 

Register as of November 15, 2002 (67 FR 

66316, October 31, 2002). 

Comments for inclusion in the Rules 

Docket must be received on or before 

January 30, 2004.

ADDRESSES: Submit comments in 

triplicate to the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, ANM–114, 

Attention: Rules Docket No. 2003–NM–

249–AD, 1601 Lind Avenue, SW., 

Renton, Washington 98055–4056. 

Comments may be inspected at this 

location between 9 a.m. and 3 p.m., 

Monday through Friday, except Federal 

holidays. Comments may be submitted 

via fax to (425) 227–1232. Comments 

may also be sent via the Internet using 

the following address: 9-anmiarcomment@faa.gov. Comments sent 

via fax or the Internet must contain 

‘‘Docket No. 2003–NM–249–AD’’ in the 

subject line and need not be submitted 

in triplicate. Comments sent via the 

Internet as attached electronic files must 

be formatted in Microsoft Word 97 or 

2000 or ASCII text. 

The service information referenced in 

this AD may be obtained from Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. This 

information may be examined at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the 

Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Robert Hardwick, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6457; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: On 

October 22, 2002, the FAA issued AD 

2002–22–05, amendment 39–12929 (67 

FR 66316, October 31, 2002), applicable 

to all Boeing Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes, to require repetitive 

inspections to find cracks, fractures, or 

corrosion of each carriage spindle of the 

left and right outboard mid-flaps; and 

corrective action, if necessary. That AD 

also provides for an optional action of 

overhaul or replacement of the carriage 

spindles, which would extend the 

repetitive inspection interval. That 

action was prompted by reports 

indicating fractures of the carriage 

spindles of the outboard mid-flaps. The 

actions required by that AD are 

intended to prevent severe flap 

asymmetry due to fractures of the 

carriage spindles on an outboard midflap, which could result in reduced 

control or loss of controllability of the 

airplane. 

Actions Since Issuance of Previous Rule 

Since the issuance of that AD, the 

FAA has received a report indicating 

that the inboard and outboard carriage 

spindles (number 7 and 8 carriage 

spindles) fractured on the right outboard 

flap on a Boeing Model 737–200 series 

airplane during approach to landing. 

The flight crew reported a loud bang 

approximately 500 feet above ground 

level (AGL) followed by the airplane 

rolling off hard to the right. Significant 

aileron and rudder inputs were required 

to maintain level flight. The fractures 

resulted from stress-corrosion cracking. 

Investigation revealed that the 

fractured carriage spindles had been 

ultrasonically inspected per AD 2002–

22–05 three weeks before the reported 

incident. Corrosion on the fractured face 

of the inboard carriage spindle indicated 

that it had failed on some flight 

previous to the failure of the outboard 

carriage spindle, which had almost no 

corrosion on the fractured surface. The 

outboard carriage spindle failed when 

the flaps were deployed to detent 40 

and at an altitude of 500 feet AGL.

If both the inboard and outboard 

carriage spindles fracture in the critical 

section on an outboard flap when the 

mid-flaps are deployed beyond detent 

15, it could result in loss of 

controllability of the airplane. 

The carriage spindles on all Model 

737–100, –200C, –300, –400, and –500 

series airplanes are similar to those on 

the affected Model 737–200 series 

airplanes. Therefore, all of these models 

may be subject to the same unsafe 

condition. 

Other Relevant Rulemaking 

The FAA has previously issued a 

supplemental notice of proposed 

rulemaking (NPRM) Docket 2002–NM–

219–AD (68 FR 62409, November 4, 

2003), applicable to all Boeing Model 

737–100, –200, –200C, –300, –400, and 

–500 series airplanes. That action would 

supersede AD 2002–22–05 to require 

repetitive inspections to find cracks, 

fractures, or corrosion of each carriage 

spindle of the left and right outboard 

mid-flaps; and corrective action, if 

necessary. That action also would 

mandate the previously optional 

overhaul or replacement of the carriage 

spindles, which would end the 

repetitive inspections required by the 

existing AD. The comment period for 

that action closes on December 1, 2003. 

This AD affects the proposed 

requirements of that supplemental 

NPRM. We plan to address any effects 

of this AD on those proposed 

requirements in future rulemaking. 

Explanation of Relevant Service 

Information 

The FAA has reviewed and approved 

Boeing Alert Service Bulletin 737–

57A1277, Revision 1, dated November 

25, 2003, which describes the following 

procedures: 

• Performing repetitive 

nondestructive test (NDT) inspections 

and general visual inspections for each 

carriage spindle of the left and right 

outboard mid-flaps to detect cracks, 

corrosion, or severed carriage spindles; 

and applicable corrective actions, if 

necessary. The corrective actions 

include removing the carriage spindle 

and installing a new or serviceable 

carriage spindle. 

• Performing repetitive gap checks 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; 

and corrective actions, if necessary. The 

corrective actions include removing the 

carriage spindle and installing a new or 

serviceable carriage spindle. 

The service bulletin also describes 

procedures for determining whether 

carriage spindles that are removed can 

be overhauled, and if so, references 

appropriate overhaul procedures. 

This service bulletin recommends 

compliance times at the following 

approximate intervals, depending on the 

flight cycles or years in service of the 

carriage spindle: 

1. For the gap check, ranging from 

daily to 15 days; and 

2. For the NDT and general visual 

inspections, ranging from 6 days to 180 

days. 

Explanation of Requirements of Rule 

Since an unsafe condition has been 

identified that is likely to exist or 

develop on other airplanes of this same 

type design, this AD supersedes AD 

2002–22–05 to continue to require 

repetitive inspections to find cracks, 

fractures, or corrosion of each carriage 

spindle of the left and right outboard 

mid-flaps; and corrective action, if 

necessary. This AD also requires 

accomplishment of the actions specified 

in the Boeing Alert Service Bulletin 

737–57A1277 described previously, 

except as described below. 

Federal Register / Vol. 68, No. 230 / Monday, December 1, 2003 / Rules and Regulations 67029

Differences Between This AD and 

Referenced Service Bulletin 

Operators should note that, for the 

optional overhaul procedures specified 

in the service bulletin, this AD imposes 

additional requirements to prevent 

improper nickel plating and hydrogen 

embrittlement. Boeing will add these 

procedures in the next revision of the 

overhaul manual. 

Operators should also note that, 

although the Accomplishment 

Instructions of the Boeing Alert Service 

Bulletin 737–57A1277 describe 

procedures for reporting inspection 

findings to the manufacturer, this AD 

does not require that action. We do not 

need this information from operators. 

Interim Action 

We consider this AD interim action. 

We are currently considering requiring 

overhaul of the carriage spindles of the 

left and right outboard mid-flaps, which 

will allow for deferral of the repetitive 

inspections and gap checks required by 

this AD for some period of time. 

However, the planned compliance time 

for the overhaul would allow enough 

time to provide notice and opportunity 

for prior public comment on the merits 

of the overhaul. 

Determination of Rule’s Effective Date 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

Although this action is in the form of 

a final rule that involves requirements 

affecting flight safety and, thus, was not 

preceded by notice and an opportunity 

for public comment, comments are 

invited on this rule. Interested persons 

are invited to comment on this rule by 

submitting such written data, views, or 

arguments as they may desire. 

Communications shall identify the 

Rules Docket number and be submitted 

in triplicate to the address specified 

under the caption ADDRESSES. All 

communications received on or before 

the closing date for comments will be 

considered, and this rule may be 

amended in light of the comments 

received. Factual information that 

supports the commenter’s ideas and 

suggestions is extremely helpful in 

evaluating the effectiveness of the AD 

action and determining whether 

additional rulemaking action would be 

needed.

Submit comments using the following 

format:

• Organize comments issue-by-issue. 

For example, discuss a request to 

change the compliance time and a 

request to change the service bulletin 

reference as two separate issues. 

• For each issue, state what specific 

change to the AD is being requested. 

• Include justification (e.g., reasons or 

data) for each request. 

Comments are specifically invited on 

the overall regulatory, economic, 

environmental, and energy aspects of 

the rule that might suggest a need to 

modify the rule. All comments 

submitted will be available, both before 

and after the closing date for comments, 

in the Rules Docket for examination by 

interested persons. A report that 

summarizes each FAA-public contact 

concerned with the substance of this AD 

will be filed in the Rules Docket. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

submitted in response to this rule must 

submit a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Number 2003–NM–249–AD.’’

The postcard will be date stamped and 

returned to the commenter. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

The FAA has determined that this 

regulation is an emergency regulation 

that must be issued immediately to 

correct an unsafe condition in aircraft, 

and that it is not a ‘‘significant 

regulatory action’’ under Executive 

Order 12866. It has been determined 

further that this action involves an 

emergency regulation under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979). If it is 

determined that this emergency 

regulation otherwise would be 

significant under DOT Regulatory 

Policies and Procedures, a final 

regulatory evaluation will be prepared 

and placed in the Rules Docket. A copy 

of it, if filed, may be obtained from the 

Rules Docket at the location provided 

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by 

removing amendment 39–12929 (67 FR 

66316, October 31, 2002), and by adding 

a new airworthiness directive (AD), 

amendment 39–13377, to read as 

follows:

2003–24–08 Boeing: Amendment 39–13377. 

Docket 2003–NM–249–AD. Supersedes 

AD 2002–22–05, Amendment 39–12929.

Applicability: All Model 737–100, –200, 

–200C, –300, –400, and –500 series airplanes; 

certificated in any category. 

Compliance: Required as indicated, unless 

accomplished previously. 

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, accomplish the following: 

Requirements of AD 2002–22–05, 

Amendment 39–12929 

Repetitive Inspections 

(a) Do general visual and nondestructive 

test (NDT) inspections of each carriage 

spindle (two on each flap) of the left and 

right outboard mid-flaps to find cracks, 

fractures, or corrosion at the later of the times 

specified in paragraphs (a)(1) and (a)(2) of 

this AD, as applicable, per the Work 

Instructions of Boeing Alert Service Bulletin 

737–57A1277, dated July 25, 2002. Repeat 

the inspection at least every 180 days until 

paragraph (d) or (f) of this AD is done. 

(1) Before the accumulation of 12,000 total 

flight cycles or 8 years in-service on new or 

overhauled carriage spindles, whichever is 

first. 

(2) Within 90 days after November 15, 2002 

(the effective date of AD 2002–22–05).

Note 1: For the purposes of this AD, a 

general visual inspection is defined as: ‘‘A 

visual examination of an interior or exterior 

area, installation, or assembly to detect 

obvious damage, failure, or irregularity. This 

level of inspection is made from within 

touching distance unless otherwise specified. 

A mirror may be necessary to enhance visual 

access to all exposed surfaces in the 

inspection area. This level of inspection is 

made under normally available lighting 

conditions such as daylight, hangar lighting, 

flashlight, or droplight and may require 

removal or opening of access panels or doors. 

Stands, ladders, or platforms may be required 

to gain proximity to the area being checked.’’

67030 Federal Register / Vol. 68, No. 230 / Monday, December 1, 2003 / Rules and Regulations 

Corrective Action 

(b) If any crack, fracture, or corrosion is 

found during any inspection required by 

paragraph (a) of this AD: Before further flight, 

do the applicable actions for that spindle as 

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

AD, per the Work Instructions of Boeing 

Alert Service Bulletin 737–57A1277, dated 

July 25, 2002. Then repeat the inspections 

required by paragraph (a) of this AD every 

12,000 flight cycles or 8 years, whichever is 

first; on the overhauled or replaced spindle 

only until paragraph (d) or (f) of this AD is 

done. 

(1) If any corrosion is found in the carriage 

spindle, overhaul the spindle. 

(2) If any crack or fracture is found in the 

carriage spindle, replace with a new or 

overhauled carriage spindle. 

New Actions Required by This AD 

Compliance Times for New Actions 

(c) The tables in paragraph 1.E., 

‘‘Compliance’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003, specify the compliance 

times for 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, 

accomplish the gap check and NDT and 

general visual inspections specified in 

paragraphs (d) and (f) of this AD within the 

corresponding interval after the effective date 

of this AD, as specified in the ‘‘Interval’’

column. Repeat the gap check and NDT and 

general visual inspections at the same 

intervals, except: 

(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 can be measured 

from the NDT inspection; and 

(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. 

Work Package 2: Gap Check 

(d) 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. 

Accomplishment of the gap check terminates 

the repetitive inspection requirements of 

paragraphs (a) and (b) of this AD. 

Work Package 2: Corrective Actions 

(e) If there is a positive indication of a 

severed carriage spindle during the gap check 

required by paragraph (d) of this AD, before 

further flight, remove the carriage spindle 

and install a new or serviceable 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. If, as 

a result of the detailed inspection described 

in paragraph 4.b. of Work Package 2 of the 

service bulletin, a carriage spindle is found 

not to be severed and no corrosion or crack 

is present, it can be reinstalled on the midflap per the service bulletin. 

Work Package 1: Inspections 

(f) Perform a NDT 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 paragraph 3.B., ‘‘Work Instructions’’ of 

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003. 

Accomplishment of these inspections 

terminates the repetitive inspection 

requirements of paragraphs (a) and (b) of this 

AD. 

Work Package 1: Corrective Actions 

(g) If any corroded, cracked, or severed 

carriage spindle is found during any 

inspection required by paragraph (f) of this 

AD, before further flight, remove the carriage 

spindle and install a new or serviceable 

carriage spindle in accordance with Work 

Package 1 of paragraph 3.B., ‘‘Work 

Instructions’’ of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003.

Parts Installation 

(h) Except as provided in paragraph (e) of 

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

no person may install on any airplane a 

carriage spindle that has been removed as 

required by paragraph (e) or (g) of this AD, 

unless it has been overhauled per paragraph 

3.B., ‘‘Work Instructions’’ of Boeing Alert 

Service Bulletin 737–57A1277, Revision 1, 

dated November 25, 2003; except that, to be 

eligible for installation under this paragraph, 

the carriage spindle must have been 

overhauled per the requirements of 

paragraph (i) of this AD. 

(i) During accomplishment of any overhaul 

specified in paragraph (h) of this AD, use the 

procedures specified in paragraphs (i)(1) and 

(i)(2) of this AD during application of the 

nickel plating to the carriage spindle in 

addition to those specified in Boeing 737 

Standard Overhaul Practices Manual, 

Chapter 20–42–09. 

(1) The maximum deposition rate of the 

nickel plating in any one plating/baking 

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

(2) Begin the hydrogen embrittlement relief 

bake within 10 hours after application of the 

plating, or less than 24 hours after the current 

was first applied to the part, whichever is 

first. 

Exception to Reporting Recommendations in 

Service Bulletins 

(j) Although the service bulletins 

recommend that operators report inspection 

findings to the manufacturer, this AD does 

not contain such a reporting requirement. 

Alternative Methods of Compliance 

(k)(1) In accordance with 14 CFR 39.19, the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, is authorized to approve 

alternative methods of compliance (AMOCs) 

for this AD. 

(2) Alternative methods of compliance, 

approved previously per AD 2002–22–05, 

amendment 39–12929, are approved as 

alternative methods of compliance for 

paragraphs (a) and (b) of this AD. 

(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 a 

Boeing Company Designated Engineering 

Representative who has been authorized by 

the Manager, Seattle ACO, to make such 

findings. 

Incorporation by Reference 

(l) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Boeing Alert Service Bulletin 737–57A1277, 

dated July 25, 2002; and Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003. 

(1) The incorporation by reference of 

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003, is 

approved by the Director of the Federal 

Register, in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) The incorporation by reference of 

Boeing Alert Service Bulletin 737–57A1277, 

dated July 25, 2002, was approved previously 

by the Director of the Federal Register as of 

November 15, 2002 (67 FR 66316, October 

31, 2002). 

(3) Copies may be obtained from Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. Copies may 

be inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the Federal 

Register, 800 North Capitol Street, NW., suite 

700, Washington, DC. 

Effective Date 

(m) This amendment becomes effective on 

December 4, 2003.

Issued in Renton, Washington, on 

November 24, 2003. 

Ali Bahrami, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 03–29784 Filed 11–25–03; 11:56 

am] 

BILLING CODE 4910–13–P

DEPARTMENT OF COMMERCE

Bureau of Industry and Security 

15 CFR Parts 742 and 774 

[Docket No. 030806193–3193–01] 

RIN 0694–AC88 

Revisions and Clarifications to the 

Export Administration Regulations—

Chemical and Biological Weapons 

Controls: Australia Group; Chemical 

Weapons Convention; Correction

AGENCY: Bureau of Industry and 

Security, Commerce.

ACTION: Final rule; correction.

SUMMARY: On Tuesday, June 10, 2003, 

the Bureau of Industry and Security 

(BIS) published a final rule that