This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

14977 

Vol. 79, No. 52 

Tuesday, March 18, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0542; Directorate 

Identifier 2011–NM–162–AD; Amendment 

39–17785 AD 2014–05–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2010–15– 

08 for all The Boeing Company Model 

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

–500 series airplanes. AD 2010–15–08 

required repetitive inspections for 

discrepancies of each carriage spindle of 

the outboard mid-flaps; 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. This new AD requires 

reducing the life limit of the carriages, 

reducing the repetitive interval for 

certain inspections and gap checks for 

certain carriages. This new AD also adds 

an option, for certain replacements, of 

doing an inspection, and related 

investigative and corrective actions if 

necessary. This AD was prompted by a 

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. 

DATES: This AD is effective April 22, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 22, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of August 31, 2010 (75 FR 

43803, July 27, 2010). 

ADDRESSES: 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; Internet 

https://www.myboeingfleet.com. You 

may view this 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 by searching for 

and locating Docket No. FAA–2014–05– 

12 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 

Docket 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 

(ACO), 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 2010–15–08, 

Amendment 39–16374 (75 FR 43803, 

July 27, 2010). AD 2010–15–08 applied 

to all The Boeing Company Model 737– 

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

series airplanes. The NPRM published 

in the Federal Register on July 1, 2013 

(78 FR 39193). The NPRM was 

prompted by a report of failure of both 

flap carriages. The NPRM proposed to 

continue to require 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. The NPRM also 

proposed to require reducing the life 

limit of the carriages, reducing the 

repetitive interval for certain 

inspections and gap checks for certain 

carriages. The NPRM also proposed to 

add an option, for certain replacements, 

of doing an inspection, and related 

investigative and corrective actions if 

necessary. 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. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 39193, 

July 1, 2013) and the FAA’s response to 

each comment. 

Request to Revise Note 

Boeing requested we revise note 1 to 

paragraph (m) of the NPRM (78 FR 

39193, July 1, 2013) to read, ‘‘. . . 

Boeing (737) Standard Overhaul 

Practices Manual (SOPM), Revision 25 

or later.’’ Boeing stated that as its 

production standard changes, the SOPM 

is revised each time the SOPM is 

updated. Boeing stated that a global 

alternative method of compliance 

(AMOC) is required each time the 

SOPM is revised and this generates 

AMOC activity that does not enhance 

fleet safety. 


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14978 Federal Register / Vol. 79, No. 52 / Tuesday, March 18, 2014 / Rules and Regulations 

We disagree to revise Note 1 to 

paragraph (m) of this final rule because 

the text in Note 1 is informational 

guidance and does not relieve the 

requirement in paragraph (m) to obtain 

approval for the method used to apply 

plating, regardless of what revision of 

the SOPM is specified. We have not 

changed this final rule in this regard. 

Request to Revise Requirement for 

Plating 

Boeing requested the following 

requirement in paragraph (m)(3) of the 

NPRM (78 FR 39193, July 1, 2013) be 

removed, ‘‘The carriage must not be 

plated using any high velocity oxygen 

fuel (HVOF) thermal spray process.’’ 

Boeing stated AD 2011–04–10, 

Amendment 39–16609 (76 FR 9498, 

February 18, 2011), and AD 2012–13– 

07, Amendment 39–17109 (77 FR 

39153, July 2, 2012), required diligent 

inspection of HVOF coated carriages. 

Boeing stated that inspections to date 

have only found minor corrosion, well 

in advance of a potential unsafe 

condition. Boeing stated requiring 

carriages to be converted to nickel 

[plating] does not enhance fleet safety. 

We disagree to remove the requested 

phrase. The restriction against future 

application of HVOF plating of the flap 

carriages was coordinated and agreed to 

by The Boeing Company prior to 

issuance of the NPRM (78 FR 39193, 

July 1, 2013). Service experience has 

shown that the HVOF coating has 

insufficient reliability, therefore the 

restriction is necessary. We have not 

changed this final rule in this regard. 

Clarification Regarding the Installation 

of Winglets 

Aviation Partners Boeing (APB) stated 

the installation of winglets per 

Supplemental Type Certificate (STC) 

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

Regulatory_and_Guidance_Library/

rgstc.nsf/0/BE866B732F6CF31086257B

9700692796?Open

Document&Highlight=st01219se) does 

not affect the accomplishment of the 

manufacturer’s service instructions. 

We agree with APB’s statement that 

the installation of winglets as specified 

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

Regulatory_and_Guidance_Library/

rgstc.nsf/0/BE866B732F6CF31086257B

9700692796?Open

Document&Highlight=st01219se) does 

not affect accomplishment of the 

requirements of this AD, and for 

airplanes on which STC ST01219SE is 

installed, a ‘‘change in product’’ 

(AMOC) approval request is not 

necessary to comply with the 

requirements of section 39.17 of the 

Federal Aviation Regulations (14 CFR 

39.17). We have redesignated paragraph 

(c) of the NPRM (78 FR 39193, July 1, 

2013) as (c)(1) and added this provision 

in new paragraph (c)(2) of this final rule. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 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 (78 FR 

39193, July 1, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 39193, 

July 1, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 652 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

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

Inspections [actions retained 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 [actions retained 

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 [actions retained from existing AD 

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

43803, July 27, 2010)].

16 work-hours × $85 per 

hour = $1,360.

1 $28,000 $29,360 per overhaul 

cycle.

$19,142,720 per overhaul cycle. 

Replacements [actions retained from existing AD 

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

43803, July 27, 2010)].

16 work-hours × $85 per 

hour = $1,360.

2 $60,000 $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 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 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, 


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Federal Register / Vol. 79, No. 52 / Tuesday, March 18, 2014 / Rules and Regulations 14979 

(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) 

2010–15–08, Amendment 39–16374 (75 

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

following new AD: 

2014–05–12 The Boeing Company: 

Amendment 39–17785; Docket No. 

FAA–2013–0542; Directorate Identifier 

2011–NM–162–AD. 

(a) Effective Date 

This AD is effective April 22, 2014. 

(b) Affected ADs 

This AD supersedes AD 2010–15–08, 

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

2010). 

(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/BE866B732F6CF31086257

B9700692796?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 

Air Transport Association (ATA) of 

America Code 57: Wings. 

(e) Unsafe Condition 

This AD was prompted by a 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 39–13337 (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 paragraph (g)(1) or (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 


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14980 Federal Register / Vol. 79, No. 52 / Tuesday, March 18, 2014 / Rules and Regulations 

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 Boeing Alert Service 

Bulletin 737–57A1277, 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 with 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. 

(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 with 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 by paragraph (i) of this 

AD: As of December 4, 2003 (the effective 

date AD 2003–24–08, Amendment 39–13337 

(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, 


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Federal Register / Vol. 79, No. 52 / Tuesday, March 18, 2014 / Rules and Regulations 14981 

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 

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 

paragraph (w) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@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) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraphs (x)(5) and (x)(6) of this AD. 

(x) 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. 


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14982 Federal Register / Vol. 79, No. 52 / Tuesday, March 18, 2014 / Rules and Regulations 

(3) The following service information was 

approved for IBR on April 22, 2014. 

(i) Boeing Alert Service Bulletin 737– 

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

(ii) Boeing Alert Service Bulletin 737– 

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

(4) The following service information was 

approved for IBR on August 31, 2010 (75 FR 

43803, July 27, 2010). 

(i) Boeing Alert Service Bulletin 737– 

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

(ii) Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003. 

(5) For Boeing 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; Internet https://

www.myboeingfleet.com. 

(6) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. For 

information on the availability of this 

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

(7) 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 February 

18, 2014. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–04819 Filed 3–17–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0326; Directorate 

Identifier 2012–NM–089–AD; Amendment 

39–17786; AD 2014–05–13] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2004–12– 

07 for certain The Boeing Company 

Model 757 series airplanes equipped 

with Rolls-Royce RB211 engines. AD 

2004–12–07 required modification of 

the nacelle strut and wing structure; and 

for certain airplanes, repetitive detailed 

inspections of certain aft bulkhead 

fasteners for loose or missing fasteners, 

and corrective action if necessary. For 

certain other airplanes, AD 2004–12–07 

required a one-time detailed inspection 

of the middle gusset of the inboard side 

load fitting for proper alignment, and 

realignment if necessary; a one-time 

eddy current inspection of certain 

fastener holes for cracking, and repair if 

necessary; and a detailed inspection of 

certain fasteners for loose or missing 

fasteners, and replacement with new 

fasteners if necessary. This new AD 

specifies a maximum compliance time 

limit. This AD was prompted by reports 

indicating that the actual operational 

loads applied to the nacelle are higher 

than the analytical loads that were used 

during the initial design. We are issuing 

this AD to prevent fatigue cracking in 

primary strut structure and consequent 

reduced structural integrity of the strut. 

DATES: This AD is effective April 22, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 22, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of July 21, 2004 (69 FR 

33561, June 16, 2004). 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 3, 2000 (64 FR 

66370, November 26, 1999). 

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 view 

this 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 by searching for 

and locating Docket No. FAA–2013– 

0326; 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 

Docket 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, Seattle 

Aircraft Certification Office (ACO), 

FAA, 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 2004–12–07, 

Amendment 39–13666 (69 FR 33561, 

June 16, 2004). AD 2004–12–07 applied 

to certain The Boeing Company Model 

757 series airplanes equipped with 

Rolls-Royce RB211 engines. The NPRM 

published in the Federal Register on 

April 15, 2013 (78 FR 22215). The 

NPRM was prompted by reports 

indicating that the actual operational 

loads applied to the nacelle are higher 

than the analytical loads that were used 

during the initial design. The NPRM 

proposed to retain the requirements of 

AD 2004–12–07, which required 

modification of the nacelle strut and 

wing structure; and for certain 

airplanes, repetitive detailed 

inspections of certain aft bulkhead 

fasteners for loose or missing fasteners, 

and corrective action if necessary. For 

certain other airplanes, AD 2004–12–07 

required a one-time detailed inspection 

of the middle gusset of the inboard side 

load fitting for proper alignment, and 

realignment if necessary; a one-time 

eddy current inspection of certain 

fastener holes for cracking, and repair if 

necessary; and a detailed inspection of 

certain fasteners for loose or missing 

fasteners, and replacement with new 

fasteners if necessary. The NPRM 

proposed to specify a maximum 

compliance time limit to modify the 

nacelle strut and wing structure. We are 

issuing this AD to prevent fatigue 

cracking in primary strut structure and 

consequent reduced structural integrity 

of the strut. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 22215, 

April 15, 2013) and the FAA’s response 

to each comment. 

Support for the NPRM (78 FR 22215, 

April 15, 2013) 

Boeing stated that it concurs with the 

contents of the NPRM (78 FR 22215, 

April 15, 2013). 


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