27010 Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations 

Issued in Kansas City, Missouri, on April 

12, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–10758 Filed 5–8–13; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1068; Directorate 

Identifier 2011–NM–073–AD; Amendment 

39–17443; AD 2013–09–02] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding two 

existing airworthiness directives (AD) 

that apply to certain The Boeing 

Company Model 737–100, –200, –200C, 

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

Those ADs, for certain airplanes, 

currently require repetitive inspections 

of the flap track of the wing outboard 

flap, and corrective actions if necessary; 

and eventual rework of the flap track 

assembly and rear spar attachments. For 

certain airplanes, this new AD adds 

repetitive inspections, scheduled 

overhauls, correct alignment during 

installation, and repetitive maintenance 

of the flap track, and corrective actions 

if necessary. This new AD also adds 

airplanes to the applicability. This AD 

was prompted by reports that the work 

sequence and procedures used during 

installation of replacement tracks could 

cause loose or cracked tracks. We are 

issuing this AD to detect and correct 

cracking and damage in the flap track, 

which could cause loss of the outboard 

trailing edge flap and consequent 

reduced controllability of the airplane. 

DATES: This AD is effective June 13, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 13, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of April 22, 2002 (67 FR 

11891, March 18, 2002). 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 2, 2001 (65 FR 

78913, December 18, 2000). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 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, WA. 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6440; fax 

425–917–6590; email: 

nancy.marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and AD 2002–05– 

07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). Those ADs 

apply to the specified products, and 

require repetitive inspections of the flap 

track of the wing outboard flap, and 

corrective actions if necessary; and 

eventual rework of the flap track 

assembly and rear spar attachments. The 

NPRM published in the Federal 

Register on October 10, 2012 (77 FR 

61542). The NPRM proposed to retain 

all requirements of AD 2000–25–07 and 

AD 2002–05–07. For certain airplanes, 

the NPRM proposed to add repetitive 

inspections, scheduled overhauls, 

correct alignment during installation, 

and repetitive maintenance of the flap 

track, and corrective actions if 

necessary. This new AD also adds 

airplanes to the applicability. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 61542, 

October 10, 2012) and the FAA’s 

response to each comment. 

Concurrence 

Boeing and United concurred with the 

content of the NPRM (77 FR 61542, 

October 10, 2012). 

Request To Change Text of Paragraph 

(p)(3) of the NPRM (77 FR 61542, 

October 10, 2012) 

Alaska Airlines requested that we 

change the text of paragraph (p)(3) of the 

NPRM (77 FR 61542, October 10, 2012) 

to revise the descriptions of the 

inspection locations to be similar to the 

instructions included in Boeing 737 

Non Destructive Test (NDT) Manual Part 

6, 57–50–06. The commenter suggested 

that the existing wording in paragraph 

(p)(3) of the NPRM contradicts the 

instructions specified in Boeing 737 

NDT Manual Part 6, 57–50–06. 

We disagree with the request to 

change the text of paragraph (p)(3) of 

this AD. The inspections specified in 

paragraph (p)(3) of this AD must be 

done in accordance with paragraph 

3.B.3., ‘‘Inspection—Track Webs and 

Flanges,’’ of the Accomplishment 

Instructions of Boeing Service Bulletin 

737–57A1271, Revision 3, dated 

February 13, 2012. The instructions for 

accomplishing the eddy current 

inspection required by paragraph (p)(3) 

of this AD are detailed in Boeing 737 

NDT Manual Part 6, 57–50–06, which is 

an additional source of guidance. There 

is no contradiction in the instructions. 

No change has been made to the AD in 

this regard. 

Request for Revised Service 

Information 

Southwest Airlines requested that 

Boeing Service Bulletin 737–57A1271, 

Revision 3, dated February 13, 2012, be 

revised to add missing necessary data to 

support the rework requirements of 

paragraphs (s) and (t) of the NPRM (77 

FR 61542, October 10, 2012) for flap 

track part number (P/N) 65C34809–3. 

The commenter stated that paragraphs 

(s) and (t) of the NPRM require doing 

the corrective actions in accordance 

with Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012. The commenter also stated that 

Boeing Service Bulletin 737–57A1271, 

Revision 3, dated February 13, 2012, 

provides repair data, but the commenter 

noted that not all repair data are 

provided for flap track P/N 65C34809– 

3. The commenter added that Boeing 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations 27011 

Overhaul Manual 57–53–15, Figure 614, 

‘‘Supplemental Track Overhaul 

Instructions,’’ should be revised to add 

minimum allowable dimensions T1 

through T4, W, and maximum allowable 

hole diameters d1, d2, and d3 for flap 

track P/N 65C34809–3. 

We disagree that any revised service 

information is necessary to comply with 

the requirements of this AD. While the 

repair data for flap track P/N 65C34809– 

3 is less extensive than for other tracks, 

the information provided in Boeing 

Service Bulletin 737–57A1271, Revision 

3, dated February 13, 2012, is adequate 

for this part. Since that flap track has 

improved finishes, it is not expected to 

wear in the same way as the other parts. 

If this flap track requires repair or 

rework that exceeds the data currently 

provided, then operators may request 

approval of new repair and rework 

limits in accordance with paragraph (y) 

of this AD. No change has been made to 

the AD in this regard. 

Request To Extend Compliance Time 

Sky King, Inc. requested that we 

extend the compliance time from 180 

days to 24 months for airplanes with 

flap tracks that are undocumented or 

did not previously require inspection by 

AD 2000–25–07, Amendment 39–12041 

(65 FR 78913, December 18, 2000); or 

AD 2002–05–07, Amendment 39–12675 

(67 FR 11891, March 18, 2002). The 

commenter stated that extending the 

compliance time as requested will allow 

the operator to inspect the flap tracks at 

a more convenient interval, such as a 

scheduled ‘‘C-check’’ maintenance 

interval. 

We disagree with the request to 

extend the compliance time. The initial 

inspection compliance time of 180 days 

was selected to address potential safety 

issues on flap tracks that have not been 

inspected in accordance with AD 2000– 

25–07, Amendment 39–12041 (65 FR 

78913, December 18, 2000); or AD 

2002–05–07, Amendment 39–12675 (67 

FR 11891, March 18, 2002). The 

commenter provided no data to support 

a request to extend the compliance time 

for these airplanes. 

In developing an appropriate 

compliance time for this AD, we 

considered not only the safety 

implications, but the manufacturer’s 

recommendations and the practical 

aspect of accomplishing the inspection 

within an interval of time that 

corresponds to typical scheduled 

maintenance for affected operators. We 

consider that U.S. operators have had 

ample time to consider initiating the 

actions specified in Boeing Service 

Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, cited in the 

NPRM (77 FR 61542, October 10, 2012), 

which this AD ultimately requires. 

Under the provisions of paragraph (y) of 

this AD, however, we will consider 

requests for adjustments to the 

compliance time if data are submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. No change has been made to the 

AD in this regard. 

Effect of Supplemental Type Certificate 

(STC) for Winglet 

Aviation Partners Boeing stated that 

the installation of winglets per STC 

ST01219SE (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/2C6E3DBDDD36

F91C862576A4005D64E2?

OpenDocument&Highlight=st01219se) 

does not affect the accomplishment of 

the manufacturer’s service instructions. 

We have added paragraph (c)(2) to 

this AD to state that installation of STC 

ST01219SE does not affect the ability to 

accomplish the actions required by this 

AD. Therefore, for airplanes on which 

STC ST01219SE is installed, a ‘‘change 

in product’’ alternative method of 

compliance (AMOC) approval request is 

not necessary to comply with the 

requirements of 14 CFR 39.17. For all 

other AMOC requests, the operator must 

request approval in accordance with the 

procedures specified in paragraph (y) of 

this AD. 

Other Changes to the AD 

We have removed table 1 to paragraph 

(g) from this AD; instead, we have 

included the subject part numbers in 

paragraphs (g)(4)(i) through (g)(4)(x) of 

this AD. This change does not affect the 

intent of that paragraph. 

We have revised the second to last 

sentence in paragraph (p) of this AD to 

add references to paragraphs (l) and (m) 

of this AD. Performing the inspections 

required by paragraph (p) of this AD 

terminates the requirements of 

paragraphs (g), (j), (l), (m), and (n) of this 

AD. 

We have revised paragraph (s) of this 

AD to clarify the requirements for a 

damaged or corroded anti-fret strip. 

We have revised paragraph (x)(3) of 

this AD to correct the service bulletin 

citation to Boeing Service Bulletin 737– 

57A1271, Revision 2, dated January 17, 

2011. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

61542, October 10, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 61542, 

October 10, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 570 

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 

Number of 

airplanes Cost on U.S. operators 

Detailed visual inspection [retained actions from existing 

AD 2000–25–07, Amendment 

39–12041 (65 FR 78913, December 18, 2000)].

6 work-hours × $85 per hour = 

$510.

$0 $510 290 $147,900. 

Detailed visual, HFEC, and ultrasonic inspections [retained 

actions from existing AD 

2002–05–07, Amendment 

39-12675 (67 FR 11891, 

March 18, 2002)].

4 work-hours × $85 per hour = 

$340.

0 $340 1,100 $374,000. 


tkelley on DSK3SPTVN1PROD with RULES
27012 Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per 

product 

Number of 

airplanes Cost on U.S. operators 

Detailed and eddy current inspections [new actions].82 work-hours × $85 per hour = 

$6,970 per inspection cycle.

0 $6,970 per 

inspection 

cycle 

570 $3,972,900 per 

inspection cycle. 

Overhaul [new action] ............... 70 work-hours × $85 per hour = 

$5,950 per overhaul cycle.

20,000 $25,950 per 

overhaul cycle 

570 $14,791,500 per 

overhaul cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for labor cost for repair, and 

parts cost for repair and replacement for 

the on-condition actions specified in 

this AD. The labor cost of the 

replacement is $1,360 (16 work-hours × 

$85 per hour). We have no way of 

determining the number of aircraft that 

might need these repairs/replacements. 

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 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 

removing airworthiness directive (AD) 

2000–25–07, Amendment 39–12041 (65 

FR 78913, December 18, 2000); and AD 

2002–05–07, Amendment 39–12675 (67 

FR 11891, March 18, 2002); and adding 

the following new AD: 

2013–09–02 The Boeing Company: 

Amendment 39–17443; Docket No. 

FAA–2012–1068; Directorate Identifier 

2011–NM–073–AD. 

(a) Effective Date 

This AD is effective June 13, 2013. 

(b) Affected ADs 

This AD supersedes ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). 

(c) Applicability 

(1) This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

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

certificated in any category. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01219SE (http:// 

rgl.faa.gov/Regulatory_and_

Guidance_Library/rgstc.nsf/0/ 

2C6E3DBDDD36F91C862576A4005D64E2?

OpenDocument&Highlight=st01219se) does 

not affect the ability to accomplish the 

actions required by this AD. Therefore, for 

airplanes on which STC ST01219SE is 

installed, a ‘‘change in product’’ alternative 

method of compliance (AMOC) approval 

request is not necessary to comply with the 

requirements of 14 CFR 39.17. 

(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 that the 

work sequence and procedures used during 

installation of replacement tracks installed in 

accordance with AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); or AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002); could cause loose or cracked 

tracks. We are issuing this AD to detect and 

correct cracking and damage in the flap track, 

which could cause loss of the outboard 

trailing edge flap and consequent reduced 

controllability of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections 

This paragraph restates the inspections 

required by paragraph (a) of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000), with added references to 

a terminating action. For Model 737–100, 

–200, and –200C series airplanes on which 

the left- or right-hand inboard flap tracks of 

the wing outboard flap have a part number 

(P/N) listed in paragraphs (g)(4)(i) through 

(g)(4)(x) of this AD: Do a detailed visual 

inspection to detect damage (corrosion, 

cracking) of the aft end of the left- and righthand inboard flap tracks of the wing 

outboard flap, per Boeing All Operator 

Message (AOM) M–7200–00–01854, dated 

July 27, 2000, at the latest of the times 

specified in paragraphs (g)(1), (g)(2), and 

(g)(3) of this AD. Repeat the inspection 

thereafter at intervals not to exceed 1,200 

flight cycles. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) Within 30 days after January 2, 2001 

(the effective date of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000)). 

(2) Within 1,200 flight cycles after the last 

documented inspection or overhaul of the aft 

end of each flap track. 

(3) Before the accumulation of 15,000 total 

flight cycles. 


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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations 27013 

(4) Boeing flap tracks subject to this AD are 

identified in paragraphs (g)(4)(i) through 

(g)(4)(x) of this AD. 

(i) P/N 65–46428–9. 

(ii) P/N 65–46428–15. 

(iii) P/N 65–46428–17. 

(iv) P/N 65–46428–19. 

(v) P/N 65–46428–21. 

(vi) P/N 65–46428–23. 

(vii) P/N 65–46428–25. 

(viii) P/N 65–46428–27. 

(ix) P/N 65–46428–33. 

(x) P/N 65–46428–35. 

(h) Retained Definition 

This paragraph restates the definition 

specified by Note 2 of AD 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000). For the purposes of this 

AD, a detailed visual inspection is defined 

as: ‘‘An intensive visual examination of a 

specific structural area, system, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate 

by the inspector. Inspection aids such as a 

mirror, magnifying lenses, etc., may be used. 

Surface cleaning and elaborate access 

procedures may be required.’’ 

(i) Retained Corrective Actions 

This paragraph restates the corrective 

actions required by paragraph (b) of AD 

2000–25–07, Amendment 39–12041 (65 FR 

78913, December 18, 2000), with added 

reference to the Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA). If any damage 

(corrosion, cracking) is detected during any 

inspection required by paragraph (g) of this 

AD, before further flight, repair or rework the 

flap track per the ‘‘Repair and Rework 

Instructions’’ specified in Boeing AOM M– 

7200–00–01854, dated July 27, 2000. Where 

that AOM specifies that the manufacturer 

may be contacted for disposition of certain 

corrective actions (i.e., repair and/or rework 

of the flaps), this AD requires such repair 

and/or rework to be done using a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or using 

data meeting the type certification basis of 

the airplane approved by a Boeing Company 

designated engineering representative (DER) 

or the Boeing Commercial Airplanes ODA 

that has been authorized by the Manager, 

Seattle ACO, to make such findings. For a 

repair method to be approved by the ODA, 

the repair must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically reference this AD. 

(j) Retained Initial Inspections 

This paragraph restates the initial 

inspections required by paragraph (a) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002), with added 

references to terminating action. For Model 

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

with line numbers (L/N) 1 through 869 

inclusive, and those airplanes with L/Ns 870 

through 1585 inclusive, which either still 

have their original flap tracks or which have 

had the original flap tracks replaced with 

certain tracks as specified in Boeing Service 

Bulletin 737–57A1249, Revision 1, including 

Appendix A, dated June 1, 2000; except 

airplanes on which any replacement flap 

tracks were installed as specified in Boeing 

Service Bulletin 737–57–1203, dated 

November 15, 1990, or production 

equivalent: Within 6 months after April 22, 

2002 (the effective date of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002)), accomplish the requirements of 

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

according to Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) Perform a detailed visual inspection for 

discrepancies (e.g., corrosion, or missing, 

damaged, or migrated anti-fret strips and 

tapered shims) of the rear spar attachments 

of the flap tracks. 

(2) Perform detailed visual, high frequency 

eddy current (HFEC), and ultrasonic 

inspections for cracking in the upper flange 

of the inboard track of each outboard flap at 

the rear spar attachments. 

(k) Retained Credit for Certain Previous 

Actions 

This paragraph restates the credit for 

certain previously accomplished actions 

specified by Note 3 of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). This paragraph provides credit for 

the actions specified in paragraphs (j), (l), 

(m), and (n) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 737– 

57A1249, including Appendix A, dated 

December 16, 1999, which is not 

incorporated by reference in this AD. 

(l) Retained Repetitive Inspections of the 

Rear Spar Attachment of the Flap Tracks 

and Upper Flange of the Inboard Track of 

Each Outboard Flap at the Rear Spar 

Attachments 

This paragraph restates the repetitive 

inspections required by paragraph (b) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). For airplanes subject 

to the requirements of paragraph (j) of this 

AD: If no discrepancy is found during any 

inspection required by paragraph (j) of this 

AD, thereafter, repeat the inspections 

specified in paragraph (j) of this AD at 

intervals not to exceed 9 months, until the 

actions required by paragraph (m) or (p) of 

this AD have been accomplished. 

(m) Retained Rework 

This paragraph restates the rework 

required by paragraph (c) of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). For airplanes subject to the 

requirements of paragraph (j) of this AD: At 

the applicable time specified in paragraph 

(m)(1) or (m)(2) of this AD, accomplish 

rework of the flap track assembly and aft flap 

track attachments (including removal of the 

flap track; a detailed visual inspection for a 

missing, damaged, or migrated anti-fret strip 

and tapered shim of the rear spar attachments 

of the flap track; replacement of the anti-fret 

strip with a new aluminum anti-fret strip (or 

installation of an aluminum strip if no strip 

is installed), as applicable; replacement of 

the tapered shim with a new shim (or 

installation of a shim if no shim is installed); 

eddy current and ultrasonic inspections for 

fatigue cracking of the flap tracks; a detailed 

visual inspection for corrosion of the flap 

tracks; and rework of attachment holes), 

including replacement of the flap tracks, as 

applicable, by accomplishing all actions 

specified in Part II of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Do these actions 

according to the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000, except as provided by 

paragraph (o) of this AD. Accomplishment of 

the actions required by this paragraph 

terminates the repetitive inspections required 

by paragraph (l) of this AD. Accomplishing 

the requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) If no discrepancy is found during any 

inspection required by paragraph (j) or (l) of 

this AD: Do the rework within 24 months 

after April 22, 2002 (the effective date of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002)). 

(2) If any discrepancy is found during any 

inspection required by paragraph (j) or (l) of 

this AD: Do the rework prior to further flight. 

(n) Retained Repetitive Inspections of the 

Upper Flange of the Inboard Track of Each 

Outboard Flap at the Rear Spar Attachments 

This paragraph restates the repetitive 

inspections required by paragraph (d) of AD 

2002–05–07, Amendment 39–12675 (67 FR 

11891, March 18, 2002). For Model 737–100, 

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

airplanes, except airplanes on which any 

replacement flap tracks were installed as 

specified in Boeing Service Bulletin 737–57– 

1203, dated November 15, 1990, or 

production equivalent: At the applicable time 

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

AD, and thereafter at least every 24 months, 

perform detailed visual, HFEC, and 

ultrasonic inspections for cracking in the 

upper flange of the inboard track of each 

outboard flap at the rear spar attachments, 

according to Part I of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1249, Revision 1, including Appendix A, 

dated June 1, 2000. Accomplishing the 

requirements of paragraph (p) of this AD 

terminates the requirements of this 

paragraph. 

(1) For airplanes subject to paragraph (m) 

of this AD, do the inspections within 10 

years after accomplishment of the rework 

according to paragraph (m) of this AD. 

(2) For airplanes other than those 

identified in paragraph (n)(1) of this AD, do 

the inspections within 10 years since the 

airplane’s date of manufacture, or within 6 

months after April 22, 2002 (the effective 

date of AD 2002–05–07, Amendment 39– 

12675 (67 FR 11891, March 18, 2002)), 

whichever occurs later. 


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(o) Retained Repair Instructions and 

Exception to Procedures in Service 

Information 

This paragraph restates the repair 

instructions and exception to procedures 

required by paragraph (e) of AD 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002). If any discrepancy is found during 

any action required by paragraph (j), (l), or 

(m) of this AD, and Boeing Service Bulletin 

737–57A1249, Revision 1, including 

Appendix A, dated June 1, 2000, specifies to 

contact Boeing for appropriate action; or if 

any discrepancy is found during inspections 

according to paragraph (n) of this AD: Prior 

to further flight, repair according to a method 

approved by the Manager, Seattle ACO, FAA; 

or according to data meeting the type 

certification basis of the airplane approved 

by a Boeing DER or Boeing Company ODA, 

that has been authorized by the Manager, 

Seattle ACO, to make such findings. For a 

repair method to be approved by the ODA, 

the repair must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the approval letter must specifically 

reference this AD. 

(p) New Inspection of Flap Track Web and 

Flanges 

For all airplanes: At the times specified in 

paragraph (q) of this AD, do the inspections 

specified in paragraphs (p)(1), (p)(2), (p)(3), 

and (p)(4) of this AD, and do all applicable 

corrective actions, in accordance with 

paragraph 3.B.3., ‘‘Inspection—Track Webs 

and Flanges,’’ of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, except as required by paragraphs (r) 

and (v) of this AD. Performing these 

inspections terminates the requirements of 

paragraphs (g), (j), (l), (m), and (n) of this AD. 

Do all applicable corrective actions before 

further flight. 

(1) Detailed inspection for damage (cracks, 

nicks, corrosion pits, galling, pieces broken 

off) and stop-drill repairs along the full 

length of the upper and lower flanges of the 

flap track. 

(2) Detailed inspection for damage, 

cracking, and stop-drill repairs along the full 

length of the track webs. 

(3) Eddy current inspection for damage 

(including cracking) of the flap track web and 

flanges. 

(4) Inspection to determine the part 

number of the flap track assembly. 

(q) New Compliance Time 

At the latest of the applicable times 

specified in paragraphs (q)(1), (q)(2), and 

(q)(3) of this AD, do the actions required by 

paragraph (p) of this AD. 

(1) Within 96 months since the flap track 

was new or overhauled, or prior to the 

accumulation of 15,000 flight cycles on the 

flap track since new or overhauled, 

whichever occurs first. 

(2) Within 180 days after the effective date 

of this AD. 

(3) Within 24 months after the most recent 

inspection was performed using Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–57A1249, including 

Appendix A, dated December 16, 1999; or 

Boeing Service Bulletin 737–57A1249, 

Revision 1, including Appendix A, dated 

June 1, 2000. 

(r) New Replacement 

If, during any inspection required by 

paragraph (p) of this AD, any flap track 

assembly having P/N 65–46428–31 or 65– 

46428–33 is found, before further flight, 

replace the flap track assembly with a new 

or serviceable flap track assembly, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, except as required by paragraph (v) of 

this AD. 

(s) New Inspections of Flap-to-Wing 

Attachment if Repairs Are Done or if No 

Damage Is Found in Flap Track Web and 

Flanges 

For airplanes on which no damage is found 

in the flanges or the web during any 

inspection required by paragraph (p) of this 

AD; and for airplanes on which a repair is 

done during any corrective action required 

by paragraph (p) of this AD: Before further 

flight, do the inspections specified in 

paragraphs (s)(1) through (s)(4) of this AD, 

and do all applicable related investigative 

and corrective actions, in accordance with 

paragraphs 3.B.4., ‘‘Inspection—With Trackto-Wing Attachment Assembled,’’ and 3.B.5., 

‘‘Inspection—With Track-to-Wing 

Attachment Disassembled,’’ of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. If, during the 

inspection required by paragraph (s)(1) of 

this AD, an anti-fret strip is not found 

installed, before further flight, do the related 

investigative actions specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012. If, during the 

inspection required by paragraph (s)(1) of 

this AD, an anti-fret strip is found with signs 

of damage or corrosion, before further flight, 

do all applicable corrective actions, 

including making and installing a new antifret strip, in accordance with paragraph 

3.B.5., ‘‘Inspection—With Track-to-Wing 

Attachment Disassembled,’’ of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. 

(1) Detailed inspection for signs of 

movement between the tapered shim and 

anti-fret strip, installation of the anti-fret 

strip, and corrosion of the tapered shim and 

anti-fret strip. 

(2) Detailed inspection for signs of 

movement, cracks and corrosion of the area 

where the track is attached to the wing rear 

spar. 

(3) High frequency eddy current inspection 

for cracking of the outboard edge of the track 

adjacent to the outboard attach bolt. 

(4) Ultrasonic inspection for cracking of the 

inner edge of the track adjacent to the 

outboard attach bolt. 

(t) New Overhaul 

Within 10,000 flight cycles on the flap 

track or 48 months, whichever occurs first, 

after accomplishing the inspection required 

by paragraph (p) of this AD: Do an overhaul 

of the flap track, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–57A1271, Revision 3, 

dated February 13, 2012, except as required 

by paragraph (v) of this AD. Repeat the 

overhaul thereafter at intervals not to exceed 

20,000 flight cycles on the flap track or 96 

months, whichever occurs first. 

(u) New Post-Overhaul Inspections 

For airplanes on which any overhaul 

required by paragraph (t) of this AD is done: 

Do the inspections specified in paragraph (p) 

of this AD within 10,000 flight cycles on the 

flap track or 48 months after the most recent 

overhaul, whichever occurs first. Repeat the 

inspections specified in paragraph (p) of this 

AD thereafter at intervals not to exceed 

10,000 flight cycles on the flap track or 48 

months, whichever occurs first; except that if 

an overhaul required by paragraph (t) of this 

AD is done, do the next inspection within 

10,000 flight cycles or 48 months, whichever 

occurs first, after the overhaul. 

(v) Service Information Exception 

Where Boeing Service Bulletin 737– 

57A1271, Revision 3, dated February 13, 

2012, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (y) of this AD. 

(w) New Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install a flap track assembly, 

P/N 65–46428–31 or 65–46428–33, on any 

airplane. 

(x) New Credit for Previous Actions in 

Paragraphs (p) Through (t) of This AD 

This paragraph provides credit for the 

actions specified in paragraphs (p) through (t) 

of this AD, if those actions were performed 

before the effective date of this AD using the 

service bulletin specified in paragraph (x)(1), 

(x)(2), or (x)(3) of this AD. 

(1) Boeing Alert Service Bulletin 737– 

57A1271, dated September 11, 2003, which 

is not incorporated by reference in this AD. 

(2) Boeing Service Bulletin 737–57A1271, 

Revision 1, dated July 30, 2008, which is not 

incorporated by reference in this AD. 

(3) Boeing Service Bulletin 737–57A1271, 

Revision 2, dated January 17, 2011, which is 

not incorporated by reference in this AD. 

(y) Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 


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Federal Register / Vol. 78, No. 90 / Thursday, May 9, 2013 / Rules and Regulations 27015 

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 ODA that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with ADs 2000–25–07, 

Amendment 39–12041 (65 FR 78913, 

December 18, 2000); and 2002–05–07, 

Amendment 39–12675 (67 FR 11891, March 

18, 2002); are approved as AMOCs for the 

corresponding requirements of this AD. 

(z) Related Information 

For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

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

email: nancy.marsh@faa.gov. 

(aa) 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. 

(3) The following service information was 

approved for IBR on June 13, 2013. 

(i) Boeing Service Bulletin 737–57A1271, 

Revision 3, dated February 13, 2012. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on April 22, 2002 (67 FR 

11891, March 18, 2002). 

(i) Boeing Service Bulletin 737–57A1249, 

Revision 1, including Appendix A, dated 

June 1, 2000. 

(ii) Reserved. 

(5) The following service information was 

approved for IBR on January 2, 2001 (65 FR 

78913, December 18, 2000). 

(i) Boeing All Operator Message M–7200– 

00–01854, dated July 27, 2000. 

(ii) Reserved. 

(6) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(7) You may view this service information 

at 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. 

(8) 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 April 19, 

2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–10006 Filed 5–8–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0808; Directorate 

Identifier 2010–NM–170–AD; Amendment 

39–17380; AD 2013–05–08] 

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 all 

Airbus Model A330–200 and A330–300 

series airplanes, and Model A340–200 

and A340–300 series airplanes. This AD 

was prompted by reports of an elevator 

blocked in the down position due to two 

independent failures; first, the inability 

of a servo control to switch to active 

mode because it was not detected by a 

flight control computer; and second, an 

internal hydraulic leak due to the 

deterioration of an O-ring seal on a 

solenoid. This AD requires, depending 

on airplane configuration, modifying 

three flight control primary computers 

(FCPCs); modifying two flight control 

secondary computers (FCSCs); revising 

the airplane flight manual (AFM) to 

include certain information; replacing 

certain O-rings; and checking part 

number and replacing certain O-ring 

seals if needed. We are issuing this AD 

to detect and correct O-rings with 

incorrect part numbers whose 

deterioration could lead to improper 

sealing of solenoid valves; and to correct 

FCPC and FCSC software to allow better 

control of elevator positioning; both 

conditions, if not corrected, could lead 

to the loss of elevator control on takeoff, 

and potentially reduce the 

controllability of the airplane. 

DATES: This AD becomes effective June 

13, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 13, 2013. 

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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; 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 August 14, 2012 (77 FR 

48469). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The Mandatory Continuing 

Airworthiness Information (MCAI) 

states: 

This [European Aviation Safety Agency 

(EASA)] AD [2010–0081, dated April 27, 

2010] deals with the two following points: 

• Case of an elevator blocked in down 

position due to two independent failures one 

of which is hidden: 

Each elevator is controlled by two servo 

controls. In normal operation: 

—one servo control in active mode controlled 

by PRIM 1 (Green servo control), 

—one servo control in damping mode 

(Yellow or Blue servo control) monitored 

by PRIM 2. 

Change from active mode to damped mode 

is obtained by means of a mode selector 

which is controlled by two identical solenoid 

valves housed on the servo control. The 

sealing of each solenoid valve is ensured by 

four O-ring seals. 

During pre-flight control checks, the flight 

crew of an A330–200 aeroplane observed that 

one of the elevators was blocked in down 

position, the ECAM [electronic centralized 

aircraft monitor] screen displaying ‘‘F/CTL 

PRIM 1 PITCH FAULT’’. 

This condition was due to two 

independent failures, one of which was 

dormant, which occurred on one of the 

elevators. 

Investigations revealed that the origin of 

the elevator malfunction was due to the 

inability of the Yellow servo control to 

switch to active mode. 

This inability: 

—was caused by an internal hydraulic leak 

due to the deterioration of an O-ring seal 

on a solenoid valve, 


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