23664 Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules 

no longer care for, if you and we agree 

on the appraised amount of production. 

Upon such agreement, the insurance 

period for that acreage will end. If you 

do not agree with our appraisal, we may 

defer the claim only if you agree to 

continue to care for the crop. We will 

then make another appraisal when you 

notify us of further damage or that 

harvest is general in the area unless you 

harvested the crop, in which case we 

will use the harvested production. If 

you do not continue to adequately care 

for the crop, our appraisal made prior to 

deferring the claim will be used to 

determine the production to count; and 

(2) All harvested production from the 

insurable acreage. 

12. Late and Prevented Planting 

The late and prevented planting 

provisions of the Basic Provisions are 

not applicable. 

Signed in Washington, DC, on May 12, 

2009. 

William J. Murphy, 

Acting Manager, Federal Crop Insurance 

Corporation. 

[FR Doc. E9–11693 Filed 5–19–09; 8:45 am] 

BILLING CODE 3410–08–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0452; Directorate 

Identifier 2007–NM–326–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to all Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. The 

existing AD currently requires a onetime inspection for scribe lines and 

cracks in the fuselage skin at certain lap 

joints, butt joints, external repair 

doublers, and other areas; and related 

investigative/corrective actions if 

necessary. This proposed AD would 

expand the area to be inspected and, for 

certain airplanes, require earlier 

inspections for certain inspection zones. 

This proposed AD results from 

additional detailed analysis of fuselage 

skin cracks adjacent to the skin lap 

joints on airplanes that had scribe lines; 

the analysis resulted in different 

inspection zones, thresholds and 

repetitive intervals, and airplane 

groupings. We are proposing this AD to 

prevent rapid decompression of the 

airplane due to fatigue cracks resulting 

from scribe lines on pressurized 

fuselage structure. 

DATE: We must receive comments on 

this proposed AD by July 6, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

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; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221 or 425–227–1152. 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; telephone 

(425) 917–6447; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0452; Directorate Identifier 

2007–NM–326–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On March 20, 2006, we issued AD 

2006–07–12, amendment 39–14539 (71 

FR 16211, March 31, 2006), for all 

Boeing Model 737–100, –200, –200C, 

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

That AD requires a one-time inspection 

for scribe lines and cracks in the 

fuselage skin at certain lap joints, butt 

joints, external repair doublers, and 

other areas; and related investigative/ 

corrective actions if necessary. That AD 

resulted from reports of fuselage skin 

cracks adjacent to the skin lap joints on 

airplanes that had scribe lines. Scribe 

line damage can also occur at many 

other locations, including butt joints, 

external doublers, door scuff plates, the 

wing-to-body fairing, and areas of the 

fuselage where decals have been applied 

or removed. We issued that AD to 

prevent rapid decompression of the 

airplane due to fatigue cracks resulting 

from scribe lines on pressurized 

fuselage structure. 

Related ADs 

This proposed AD is similar to AD 

2007–19–07, amendment 39–15198 (72 

FR 60244, October 24, 2007), which 

applies to all Boeing Model 757–200, 

–200PF, and –200CB series airplanes. 

That AD requires inspections to detect 

scribe lines in the fuselage skin at 

certain lap joints, butt joints, external 

repair doublers, and other areas; and 

related investigative/corrective actions 

if necessary. Those actions resulted 

from reports of fuselage skin cracks 

adjacent to the skin lap joints on 

airplanes that had scribe lines. 

Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules 23665 

Actions Since Existing AD Was Issued 

AD 2006–07–12 cites Boeing Alert 

Service Bulletin 737–53A1262, dated 

December 9, 2004, as the appropriate 

source of service information for the 

scribe line inspection. Since we issued 

that AD, Boeing issued Alert Service 

Bulletin 737–53A1262, Revision 3, 

dated October 16, 2008. Revisions to the 

service bulletin were based on 

additional detailed analysis that 

indicated the need to inspect some 

affected areas of the skin. In addition, 

based on the additional analysis, the 

service bulletin establishes two new 

inspection zones, Zone 4 and Zone 5, 

with thresholds of 50,000 and 60,000 

flight cycles, respectively, since first 

scribe opportunity. The revised service 

bulletin designated certain areas of 

fuselage skin into other inspection 

zones, and some of those areas might 

now require inspections earlier than 

required by the existing AD. These areas 

are to be inspected within 4,500 flight 

cycles from the effective date of the new 

AD or prior to the revised zonal 

threshold, whichever is later. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to develop on 

other airplanes of the same type design. 

For this reason, we are proposing this 

AD, which would supersede AD 2006– 

07–12 and retain the requirements of the 

existing AD, require inspection of newly 

added Zones 4 and 5, reduce certain 

compliance thresholds, and require 

inspection results to be sent to Boeing. 

In addition, we have moved the 

content of paragraph (p)(4) of AD 2006– 

07–12 (from its location under the 

‘‘Alternative Methods of Compliance’’ 

heading) to new paragraph (w) in this 

NPRM. New paragraph (w) specifies that 

a repair plan approved by a Boeing 

Company Authorized Representative or 

Designated Engineering Representative 

is acceptable for compliance with 

certain repair requirements of the 

proposed AD (provided certain 

conditions have been met). The 

provisions in paragraph (w) are 

considered a different repair method— 

not an alternative method of compliance 

(AMOC), which can be issued only after 

an AD has been issued. 

Differences Between Proposed AD and 

Service Bulletin 

Boeing Alert Service Bulletin 737– 

53A1262, Revision 3, dated October 16, 

2008, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Costs of Compliance 

There are about 2,685 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs, including the costs for 

the new proposed inspection areas in 

Zones 4 and 5, for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS REQUIRED BY AD 2006–07–12 

Zone Action Work hours Average labor 

rate per hour 

Cost per 

airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

1 .................. Sealant removal ......................................... 66 $80 $5,280 787 $4,155,360 

Inspection ................................................... 4 80 320 787 251,840 

2 .................. Sealant removal ......................................... 38 80 3,040 787 2,392,480 

Inspection ................................................... 29 80 2,320 787 1,825,840 

3 .................. Sealant removal ......................................... 88 80 7,040 787 5,540,480 

Inspection ................................................... 38 80 3,040 787 2,392,480 

ESTIMATED COSTS REQUIRED BY NEW ACTIONS OF THIS AD 

Zone Action Work hours Average labor 

rate per hour 

Cost per 

airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

4 .................. Sealant removal ......................................... 15 $80 $1,200 787 $944,400 

Inspection ................................................... 1 80 80 787 62,960 

5 .................. Sealant removal ......................................... 31 80 2,480 787 1,951,760 

Inspection ................................................... 2 80 160 787 125,920 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

23666 Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–14539 (71 

FR 16211, March 31, 2006) and adding 

the following new airworthiness 

directive (AD): 

Boeing: Docket No. FAA–2009–0452; 

Directorate Identifier 2007–NM–326–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by July 6, 2009. 

Affected ADs 

(b) This AD supersedes AD 2006–07–12. 

Applicability 

(c) This AD applies to all Boeing Model 

737–100, –200, –200C, –300, –400, and –500 

series airplanes, certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of fuselage 

skin cracks adjacent to the skin lap joints on 

airplanes that had scribe lines. Scribe line 

damage can also occur at many other 

locations, including butt joints, external 

doublers, door scuff plates, the wing-to-body 

fairing, and areas of the fuselage where 

decals have been applied or removed. We are 

issuing this AD to prevent rapid 

decompression of the airplane due to fatigue 

cracks resulting from scribe lines on 

pressurized fuselage structure. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2006– 

07–12 

Inspection 

(g) Do a detailed inspection for scribe lines 

and cracks in the fuselage skin at certain lap 

joints, butt joints, external repair doublers, 

and other areas, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1262, dated 

December 9, 2004, except as provided by 

paragraphs (h), (k), (l), (m), (n), and (o) of this 

AD. Except as required by paragraph (q) of 

this AD, do the actions at the time specified 

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

service bulletin, except as required by 

paragraph (j) of this AD. Acceptable 

inspection exemptions are described in 

paragraph 1.E.1. of Boeing Alert Service 

Bulletin 737–53A1262, dated December 9, 

2004. 

(1) If no scribe line is found, no further 

work is required by this paragraph. 

(2) If any scribe line is found: Do all 

applicable investigative and corrective 

actions at the time specified in paragraph 1.E. 

of Boeing Alert Service Bulletin 737– 

53A1262, dated December 9, 2004, by doing 

all applicable actions specified in the service 

bulletin, except as required by paragraph (h) 

of this AD. 

Note 1: A detailed inspection is defined in 

Note 10 of Boeing Alert Service Bulletin 737– 

53A1262, dated December 9, 2004, under 

paragraph 3.A., ‘‘General Information.’’ 

Specific magnification requirements may be 

specified in the steps of the Work 

Instructions. 

Exceptions to and Clarification of Service 

Bulletin 737–53A1262 Procedures 

(h) Paragraph (g) of this AD requires 

accomplishment of Parts 1 through 11 of 

Boeing Alert Service Bulletin 737–53A1262, 

dated December 9, 2004. Parts 12 and 13 of 

the service bulletin may be accomplished, if 

applicable, to allow temporary return to 

service. This AD does not require 

accomplishment of Part 14 of the service 

bulletin, although the FAA-approved 

procedures described in Part 14 are 

acceptable for continued operation with 

scribe lines found before the applicable 

compliance time. 

(i) If any scribe line or crack is found 

during any inspection required by paragraph 

(g) of this AD, and Boeing Alert Service 

Bulletin 737–53A1262, dated December 9, 

2004, specifies to contact Boeing for 

appropriate action: Before further flight, 

inspect or repair scribe lines and repair 

cracks using a method approved in 

accordance with the procedures specified in 

paragraph (x) of this AD. 

(j) Where Boeing Alert Service Bulletin 

737–53A1262, dated December 9, 2004, 

specifies a compliance time after the issuance 

of the service bulletin, this AD requires 

compliance within the specified compliance 

time after May 5, 2006 (the effective date of 

AD 2006–07–12). 

(k) Certain figures are incorrectly identified 

in Boeing Alert Service Bulletin 737– 

53A1262, dated December 9, 2004. The figure 

cited in Part 8, step 3, should be Figure 39, 

not Figure 38. The figure cited in Part 9, step 

4, should be Figure 38, not Figure 39. 

(l) If the operator’s records show that the 

airplane has never been stripped and 

repainted under the dorsal fin fairing since 

delivery from Boeing, then this AD does not 

require inspections of the butt joint, lap joint, 

and repair, as specified in paragraph (g) of 

this AD, in the areas under the dorsal fin 

fairing. 

(m) Figure 37 of Boeing Alert Service 

Bulletin 737–53A1262, dated December 9, 

2004, defines ‘‘Restricted Zones’’ at door 

cutouts as the only affected structure. 

Paragraph (g) of this AD considers this area 

to also include Zone 1B. 

(n) In Figure 1, sheets 2 and 3, of Boeing 

Service Bulletin 737–53A1262, dated 

December 9, 2004, the first condition for the 

initial compliance threshold for Areas B, C, 

and E is for areas where the cutout 

modification shown in Boeing Service 

Bulletin 737–53A1177 was accomplished. 

Paragraph (g) of this AD considers this 

condition to also include Zone 1B. 

(o) In Figure 1, sheets 2 and 3, of Boeing 

Alert Service Bulletin 737–53A1262, dated 

December 9, 2004, the second condition for 

the initial compliance threshold for Areas B, 

C, and E is for areas where the cutout 

modification shown in Boeing Service 

Bulletin 737–53A1177 was not 

accomplished. Paragraph (g) of this AD 

considers this condition to apply only to 

Zone 1A. 

Reporting Requirement 

(p) For airplanes on which inspections 

have been done in accordance with Boeing 

Alert Service Bulletin 737–53A1262, dated 

December 9, 2004: At the applicable time 

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

AD, submit a report of positive findings of 

cracks found during the inspection required 

by paragraph (g) of this AD to the Boeing 

Commercial Airplane Group, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

Alternatively, operators may submit reports 

to their Boeing field service representatives. 

The report shall contain, as a minimum, the 

following information: airplane serial 

number, flight cycles at time of discovery, 

location(s) and extent of positive crack 

findings. Under the provisions of the 

Paperwork Reduction Act of 1980 (44 U.S.C. 

3501 et seq.), the Office of Management and 

Budget (OMB) has approved the information 

collection requirements contained in this AD 

and has assigned OMB Control Number 

2120–0056. 

(1) If the inspection was done before May 

5, 2006: Send the report within 30 days after 

May 5, 2006. 

(2) If the inspection was done after May 5, 

2006: Send the report within 30 days after 

the inspection is done. 

Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules 23667 

New Requirements of This AD 

Inspection 

(q) As of the effective date of this AD, the 

actions for Zones 1, 2, and 3, as specified in 

paragraph (g) of this AD, must be done in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1262, Revision 3, dated October 16, 

2008, and at the applicable times specified in 

paragraph 1.E., ‘‘Compliance,’’ of Revision 3 

of the service bulletin, except as specified in 

paragraph (s) of this AD. 

Note 2: Paragraph 1.E.5. of Boeing Alert 

Service Bulletin 737–53A1262, Revision 3, 

dated October 16, 2008, provides a grace 

period for airplanes that have exceeded the 

revised thresholds. 

Inspection of Zones 4 and 5 

(r) Do a detailed inspection for scribe lines 

and cracks in Zones 4 and 5 (adjacent to lap 

joints on skin panels that do not have bonded 

doublers), as specified in Boeing Alert 

Service Bulletin 737–53A1262, Revision 3, 

dated October 16, 2008. Except as provided 

by paragraph (s) of this AD, do the actions 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1262, Revision 3, dated October 16, 

2008, and at the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of the service 

bulletin, or within 4,500 flight cycles after 

the effective date of this AD, whichever 

occurs later. 

(1) If no scribe line or crack is found: No 

further work is required by this paragraph. 

(2) If any scribe line or crack is found: Do 

all applicable investigative and corrective 

actions at the time specified in paragraph 1.E. 

of Boeing Alert Service Bulletin 737– 

53A1262, Revision 3, dated October 16, 2008, 

by doing all applicable actions specified in 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008, except as 

required by paragraph (s)(1) of this AD. 

Exceptions to Specifications of Boeing Alert 

Service Bulletin 737–53A1262, Revision 3, 

Dated October 16, 2008 

(s) The following exceptions to Boeing 

Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008, apply to 

this AD: 

(1) If any scribe line or crack is found 

during any inspection required by this AD, 

and Boeing Alert Service Bulletin 737– 

53A1262, Revision 3, dated October 16, 2008, 

specifies to contact Boeing for appropriate 

action: Before further flight, inspect or repair 

scribe lines and repair cracks using a method 

approved in accordance with the procedures 

specified in paragraph (x) of this AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1262, Revision 3, dated October 16, 

2008, specifies a compliance time after the 

issuance of the service bulletin, this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(3) If the operator’s records show that the 

airplane has never been stripped and 

repainted under the dorsal fin fairing since 

delivery from Boeing, then this AD does not 

require inspections of the butt joint, lap joint, 

and repair, as specified in paragraphs (g), (q), 

and (r) of this AD, in the areas under the 

dorsal fin fairing. 

(4) For airplanes in Groups 3 and 29, as 

identified in Boeing Alert Service Bulletin 

737–53A1262, Revision 3, dated October 16, 

2008: At the applicable times specified in 

paragraphs (s)(4)(i), (s)(4)(ii), and (s)(4)(iii) of 

this AD, perform a detailed inspection for 

scribe lines and cracks on the main cargo 

door along the lower edge of the upper hinge, 

around external repairs, and around decals, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1262, Revision 3, dated October 16, 

2008, or using a method approved in 

accordance with the procedures specified in 

paragraph (x) of this AD. If no scribe line or 

crack is found, no further work is required 

by this paragraph. If any scribe line or crack 

is found, do all applicable related 

investigative and corrective actions at the 

time specified in paragraph 1.E. of Boeing 

Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008, by doing 

all applicable actions specified in the 

Accomplishment Instructions of the service 

bulletin, except as required by paragraphs 

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

(i) For areas along the lower edge of the 

door hinge from BS 360 to BS 500, the initial 

compliance threshold is to be determined 

using Zone 1B. 

(ii) For external repairs, the initial 

compliance threshold is to be determined 

using Zone 1B. 

(iii) For decals, the initial compliance 

threshold is to be determined using Zone 2. 

(5) For Group 11 airplanes, as specified in 

Boeing Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008: Stringer 

20R between BS 727C and BS 727D+10 is in 

Zone 1B. 

Actions Accomplished in Accordance With 

Previous Service Information 

(t)(1) Actions accomplished before the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 737–53A1262, 

dated December 9, 2004, are acceptable for 

compliance with the corresponding 

requirements of paragraph (q) of this AD. 

(2) Actions accomplished before the 

effective date of this AD in accordance with 

the Boeing Service Bulletin 737–53A1262, 

Revision 1, dated March 1, 2007; or Revision 

2, dated September 20, 2007; are acceptable 

for compliance with the corresponding 

requirements of paragraphs (g), (q), and (r) of 

this AD. 

Clarification of Procedures in the Service 

Bulletin 

(u) For airplanes on which inspections are 

done as of the effective date of this AD: This 

AD requires accomplishment of Parts 1 

through 11, 15, and 16 of Boeing Alert 

Service Bulletin 737–53A1262, Revision 3, 

dated October 16, 2008. Parts 12 and 13 of 

Boeing Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008, may be 

accomplished, if applicable, to allow 

temporary return to service. This AD does 

not require accomplishment of Part 14 of 

Boeing Alert Service Bulletin 737–53A1262, 

Revision 3, dated October 16, 2008, although 

the FAA-approved procedures described in 

Part 14 are acceptable for continued 

operation with scribe lines found before the 

applicable compliance time. 

Report 

(v) For airplanes on which inspections are 

done in accordance with the service 

information identified in Table 1 of this AD: 

At the applicable time specified in paragraph 

(v)(1) or (v)(2) of this AD, submit a report of 

positive findings of cracks found during the 

inspections required by paragraphs (q), (r), 

and (s)(4) of this AD to the Boeing 

Commercial Airplane Group, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

Alternatively, operators may submit reports 

to their Boeing field service representatives. 

The report must contain, as a minimum, the 

following information: airplane serial 

number, flight cycles at time of discovery, 

location(s) and extent of positive crack 

findings. Under the provisions of the 

Paperwork Reduction Act (44 U.S.C. 3501 et 

seq.), the Office of Management and Budget 

(OMB) has approved the information 

collection requirements contained in this AD 

and has assigned OMB Control Number 

2120–0056. 

(1) For an inspection done before the 

effective date of this AD: Send the report 

within 30 days after the effective date of this 

AD. 

(2) For an inspection done after the 

effective date of this AD: Send the report 

within 30 days after the inspection is done. 

TABLE 1—SERVICE INFORMATION

Boeing service information Revision Date 

Alert Service Bulletin 737–53A1262 ....................................................................................................... 3 October 16, 2008. 

Service Bulletin 737–53A1262 ................................................................................................................ 1 March 1, 2007. 

Service Bulletin 737–53A1262 ................................................................................................................ 2 September 20, 2007. 

23668 Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules 

Repair Plan In Lieu of Required Inspections 

(w) A repair plan approved by a Boeing 

Company Authorized Representative or 

Designated Engineering Representative before 

the effective date of this AD is acceptable for 

compliance with the requirements of 

paragraphs (g)(2), (i), (q), (r), (s)(1), and (s)(4) 

of this AD, provided the approval was 

documented via FAA Form 8110–3 or 8100– 

9, and identified scribe line damage in the 

title of the form. 

Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested in accordance with the 

procedures found in 14 CFR 39.19. Send 

information to ATTN: Wayne Lockett, 

Aerospace Engineer, Airframe Branch, ANM– 

120S, FAA, Seattle Aircraft Certification 

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

Renton, Washington 98057–3356; telephone 

(425) 917–6447; fax (425) 917–6590. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative (AR) for the 

Boeing Commercial Airplanes Delegation 

Option Authorization Organization who has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the approval must 

meet the certification basis of the airplane, 

and the approval must specifically refer to 

this AD. 

Issued in Renton, WA, on May 6, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–11707 Filed 5–19–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0464; Directorate 

Identifier 2008–NM–189–AD] 

RIN 2120–AA64 

Airworthiness Directives; Short 

Brothers Model SD3–60 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would revise 

an existing AD. This proposed AD 

results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

There have been several occurrences of 

cracked elevator trim tab balance weight 

attachment brackets. On one occasion, the 

elevator trim tab mass balance weight bracket 

separated from the aircraft. The loss of an 

elevator trim tab mass balance weight bracket 

has the potential to cause damage to an 

aircraft, or cause serious injury to personnel. 

* * * 

* * * * * 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by June 19, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Short 

Brothers PLC, Airworthiness, P.O. Box 

241, Airport Road, Belfast BT3 9DZ, 

Northern Ireland; telephone 

+44(0)2890–462469; fax +44(0)2890– 

468444; e-mail michael.mulholland

@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

You may review copies of the 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, 

call 425–227–1221 or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0464; Directorate Identifier 

2008–NM–189–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On July 23, 2008, we issued AD 2008– 

16–09, amendment 39–15627 (73 FR 

46543, August 11, 2008). That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2008–16–09, 

Short Brothers advised that SD3–07– 

6011xA brackets manufactured in 2005 

or later have a life limit of 28,800 flight 

hours, per Section 5–00–02 of the Short 

Brothers SD360 Aircraft Maintenance 

Manual (AMM), and as noted in 

Appendix 1 of Shorts Alert Service 

Bulletin SD360–55–A21, Revision 1, 

dated March 29, 2007. In light of this, 

we have revised the existing AD to 

propose extending the life limit of any 

balance weight bracket from 1,750 flight 

hours to 28,800 flight hours. You may 

obtain further information by examining 

the MCAI in the AD docket. 

In addition, we removed paragraphs 

(f) and (l)(1) of the existing AD from this 

proposed AD. Those paragraphs define 

the use of the term ‘‘service bulletin,’’ as 

used in the AD.