[Federal Register Volume 78, Number 191 (Wednesday, October 2, 2013)]
[Rules and Regulations]
[Pages 60660-60667]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-24034]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-0155; Directorate Identifier 2009-NM-141-AD;
Amendment 39-17581; AD 2013-18-08]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: We are superseding airworthiness directive (AD) 2004-18-06 for
certain The Boeing Company Model 737-200, -200C, -300, -400, and -500
series airplanes. AD 2004-18-06 required repetitive inspections to find
fatigue cracking of certain upper and lower skin panels of the
fuselage, and follow-on and corrective actions if necessary. AD 2004-
18-06 also included a terminating action for the repetitive inspections
of certain modified or repaired areas only. This new AD adds new
inspections for cracking of the fuselage skin along certain chem-milled
lines, and corrective actions if necessary. This new AD also reduces
certain thresholds and intervals required by AD 2004-18-06. This AD was
prompted by new findings of vertical cracks along chem-milled steps
adjacent to the butt joints. We are issuing this AD to detect and
correct fatigue cracking of the skin panels, which could result in
sudden fracture and failure of the skin panels of the fuselage, and
consequent rapid decompression of the airplane.
DATES: This AD is effective November 6, 2013.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of November 6,
2013.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in the AD as of October
13, 2004 (69 FR 54206, September 8, 2004).
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 review copies of the referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, Washington. For information on the availability of
this material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at http://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: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6447; fax: 425-917-6590; email: [email protected].
SUPPLEMENTARY INFORMATION:
Discussion
We issued a supplemental notice of proposed rulemaking (SNPRM) to
amend 14 CFR part 39 to supersede AD 2004-18-06, Amendment 39-13784 (69
FR 54206, September 8, 2004). AD 2004-18-06 applied to the specified
products. The SNPRM published in the
[[Page 60661]]
Federal Register on October 10, 2012 (77 FR 61550). We preceded the
SNPRM with a notice of proposed rulemaking (NPRM) that published in the
Federal Register on March 8, 2011 (76 FR 12619). The NPRM proposed to
continue to require repetitive inspections to find fatigue cracking of
certain upper and lower skin panels of the fuselage, and follow-on and
corrective actions if necessary. The NPRM also included a terminating
action for the repetitive inspections of certain modified or repaired
areas only. The NPRM proposed to add new inspections for cracking of
the fuselage skin along certain chem-milled lines, and corrective
actions if necessary. The NPRM also proposed to reduce certain
thresholds and intervals required by AD 2004-18-06. The SNPRM proposed
to revise the NPRM by reducing the proposed repetitive inspection
intervals.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the SNPRM (77
FR 61550, October 10, 2012) and the FAA's response to each comment.
Request To Change Certain Repetitive Inspection Intervals
Boeing asked that the repetitive inspection interval of 1,800
flight cycles or 1,800 flight hours, as specified in paragraph (r) of
the SNPRM (77 FR 61550, October 10, 2012), be changed to eliminate the
1,800 flight-hour interval. Boeing stated that the longitudinal chem-
milled cracks are driven primarily by hoop loading as a result of
pressurization cycles, and added that the vertical chem-milled cracks
are driven by both pressure and flight loads. Boeing added that the
threshold and repetitive inspection intervals can be affected by this.
Boeing noted that repeating the inspection at 1,800 flight cycles at
the butt joints was a conservative estimate obtained from crack growth
data of longitudinal chem-milled cracks; this is conservative because
the stresses in the skins at the butt joints are lower than the hoop
stresses, which cause the longitudinal cracks to develop and grow.
Boeing concluded that a detailed analysis of the stresses on the
vertical cracks compared with the horizontal cracks confirmed that
repeating the inspections every 1,800 flight cycles is adequate to
detect cracks before they spread and result in an unsafe condition.
We agree that eliminating the 1,800-flight-hour aspect of the
repetitive inspection interval and the threshold is acceptable for the
reasons provided by the commenter. We have determined that this change
adequately addresses the identified unsafe condition. Therefore, we
have changed paragraph (r) of this final rule accordingly.
Requests To Clarify Exception to Service Information
Boeing and Southwest Airlines (SWA) asked that we clarify the
exception language identified in paragraph (o) of the SNPRM (77 FR
61550, October 10, 2012). Boeing and SWA both suggested language for
changing that paragraph.
Boeing stated that the language in paragraph (o) of the SNPRM (77
FR 61550, October 10, 2012) gives relief for inspections under FAA-
approved repair doublers that span the chem-milled step by a minimum of
three rows of fasteners above and below the chem-milled step. Boeing
added that paragraph (o) of the SNPRM does not distinguish the reason
for the repair (i.e., cracks, dents, corrosion, etc.), but just
specifies that a repair doubler exists and spans the chem-milled step
with a sufficient number of fastener rows. Boeing asked that this same
allowance be given to chem-milled steps under repairs that are
accomplished according to the general skin repairs specified in
paragraph (k) of the SNPRM. Boeing noted that paragraph (k) of the
SNPRM already has language that terminates inspections under repairs
accomplished according to paragraph (k) of the SNPRM; however,
paragraph (k) of the SNPRM is for the repair of chem-milled step cracks
only, so it would not terminate future chem-milled steps under a repair
that is installed for some reason other than chem-milled cracking.
SWA stated certain conditions for external repairs are not
stipulated in paragraph (o) of the SNPRM (77 FR 61550, October 10,
2012). SWA noted that for airplanes on which the repair does not meet
these conditions, paragraph (o) of the SNPRM specifies that one option
to comply with the inspections is to use the Work Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July 16,
2009. SWA added that the option to use an alternate inspection is given
in the notes section of Tables 1 through 6 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, rather than in the Work Instructions of this
service bulletin. SWA also asked that we change the language in
paragraphs (p), (q), and (r) of the SNPRM for the alternate inspection
given in Tables 1 through 6 of paragraph 1.E., ``Compliance'' of this
service bulletin.
We agree that clarification of the language in paragraph (o) of
this final rule is necessary to ensure that all inspection requirements
are complied with as written. We have revised the language in paragraph
(o) of this final rule to include the language ``or repairs that have a
minimum of 2 rows of fasteners above and below the chem-milled step,
and have been installed in accordance with the requirements of
paragraph (k) of this final rule.'' We have also included language for
repairs to the vertical chem-milled steps. In addition, we have revised
paragraph (o) of this final rule to refer to the notes in Tables 1
through 6 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, for the
inspection requirements. With this clarification added to paragraph (o)
of this final rule, it is not necessary to change the language in
paragraphs (p) and (q) of this final rule. We have added the exception
specified in paragraph (o) of this final rule to paragraphs (r), (s),
(t), and (u) of this final rule.
Request To Clarify Certain Repetitive Inspection Intervals
SWA asked that we clarify the repetitive inspection intervals
required by paragraph (h) of the SNPRM (77 FR 61550, October 10, 2012).
SWA stated that paragraph (h) of the SNPRM includes a new repetitive
inspection interval for doing the inspections of the lower lobe and
section 41, and that repeating those inspections every 4,500 flight
cycles is a new requirement. SWA added that paragraph (s) of the SNPRM
introduces a new repetitive inspection interval of 1,800 flight cycles
for the inspections of the lower lobe and section 41, which contradicts
paragraph (h) of the SNPRM.
SWA stated that paragraph (s) of the SNPRM (77 FR 61550, October
10, 2012) introduces the terminology ``areas of known cracking'' and
``areas of no known cracking'' for inspections of the lower lobe and
section 41. SWA added that, for areas of known cracking, the
inspections are required at the latest of the times specified in
paragraphs (s)(2)(i) and (s)(2)(ii) of the SNPRM. SWA stated that
paragraph (s)(2)(i) of the SNPRM specifies inspections before the
accumulation of 35,000 total flight cycles; paragraph (s)(2)(ii) of the
SNPRM specifies inspections within 4,500 flight cycles after the most
recent inspection required by paragraph (h) of the SNPRM or within
1,800 flight cycles after the effective date of the AD, whichever is
earlier. SWA noted that although paragraph (h) of the SNPRM includes
the new requirement of
[[Page 60662]]
repeating those inspections every 4,500 flight cycles, airplanes are
still subject to the existing repetitive inspection interval of 9,000
flight cycles, as required by AD 2004-18-06, Amendment 39-13784 (69 FR
54206, September 8, 2004). SWA added that this is a significant
conflict since airplanes on which the inspection threshold specified in
paragraph (s)(2)(i) of the SNPRM has been surpassed ``will immediately
be rendered out of compliance by paragraph (s)(2)(ii) if the most
recent inspection was accomplished more than 4,500 flight cycles from
the last inspection.'' SWA also asked that we clarify the inspection
requirements for airplanes that have accumulated more than 35,000 total
flight cycles as of the effective date of the AD.
Boeing stated that paragraph (s)(2)(ii) of the SNPRM (77 FR 61550,
October 10, 2012) gives a grace period to start inspections in lower
lobe and section 41 for areas of known cracking for airplanes that have
exceeded the threshold of 35,000 total flight cycles. Boeing added that
this grace period is 4,500 flight cycles from the previous inspections
done in accordance with AD 2004-18-06, Amendment 39-13784 (69 FR 54206,
September 8, 2004), which required that those areas be re-inspected at
9,000 flight-cycle intervals. Boeing noted that, as a result of this,
it is likely that many airplanes will be grounded. Boeing asked that
the grace period be changed to 9,000 flight cycles.
We agree that paragraphs (h) and (s) of this final rule should be
changed since the new requirements could put airplanes out of
compliance. We have revised paragraph (h) of this final rule to specify
a repetitive inspection interval of 9,000 flight cycles, as required by
AD 2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004), and
have deleted paragraphs (h)(1) and (h)(2) of this final rule to
eliminate those repetitive inspection intervals.
We have also revised paragraph (s)(2) of this final rule to include
the existing repetitive inspection interval of 9,000 flight cycles so
that no airplanes will be out of compliance with the inspection
requirements carried over from AD 2004-18-06, Amendment 39-13784 (69 FR
54206, September 8, 2004).
Request To Update Structural Repair Manual (SRM) References
SWA asked that we update the SRM repair references in paragraphs
(k)(2) and (k)(4) of the SNPRM (77 FR 61550, October 10, 2012). SWA
stated that the references to Figure 229 for Revisions 92 and 70, both
dated November 10, 2010, in those paragraphs is incorrect. SWA noted
that the correct repair for those SRM revisions is Repair 31.
We agree that this final rule should refer to the latest repairs.
We have determined that the SRM repair references specified in
paragraphs (k)(2) and (k)(4) of the SNPRM (77 FR 61550, October 10,
2012), have been updated. The SRM repair reference in paragraph (k)(3)
of the SNPRM also has been updated. Therefore, we have changed
paragraphs (k)(2), (k)(3), and (k)(4) of this final rule to update the
SRM references to include the appropriate repair.
Request To Clarify Terminating Action
SWA asked that we change paragraph (j)(1)(i) of the SNPRM (77 FR
61550, October 10, 2012) to reflect that the time-limited repair
specified in that paragraph terminates the repetitive inspections
required by paragraph (g) of the SNPRM. SWA also asked that, if we do
not change that paragraph, we provide clarification that accomplishment
of the repair specified in paragraph (v) of the SNPRM terminates those
repetitive inspections. SWA stated that paragraph (j) of the SNPRM
addresses retained corrective actions for cracking found during the
inspections required by paragraphs (g), (h), (p), (q), (r), and (s) of
the SNPRM. SWA added that paragraph (v) of the SNPRM specifies that
accomplishment of the permanent repair specified in Part 5, or the
time-limited repair specified in Part 6, of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, terminates the repetitive inspections required by
paragraphs (p), (q), (r), and (s) of the SNPRM for the repaired area
only. SWA noted that paragraph (j)(1)(i) of the SNPRM specifies that
installation of a permanent repair terminates the repetitive
inspections required by paragraph (g) of the SNPRM for the repaired
area only; however, paragraph (j)(1)(i) of the SNPRM does not indicate
that accomplishing the time-limited repair terminates the repetitive
inspections.
We agree that clarification is necessary. Since the crack at the
chem-milled step has been trimmed out during installation of the time-
limited repair in accordance with Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009, the inspections required by
paragraph (g) of this final rule cannot be accomplished. We have
changed paragraph (j)(1)(i) of this final rule to specify
``Installation of a time-limited repair ends the repetitive inspections
required by paragraph (g) of this final rule for the repaired area
only.'' We have also added a reference to paragraph (j)(1)(i) of this
final rule in paragraph (g) of this final rule to specify that the
actions specified in paragraph (j)(1)(i) of this final rule terminate
the repetitive inspections.
Additional Changes Made to This Final Rule
We have removed paragraph (b)(2) of the SNPRM (77 FR 61550, October
10, 2012) from this final rule, because the ADs that were identified in
paragraph (b)(2) of the SNPRM are not ``affected'' by this AD. We have
also redesignated paragraph (b)(1) of the SNPRM as paragraph (b) of
this final rule. These changes do not affect the intent of this AD.
We have revised the wording in paragraph (n) of this AD; this
change has not changed the intent of that paragraph.
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:
[Agr]re consistent with the intent that was proposed in
the SNPRM (77 FR 61550, October 10, 2012) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the SNPRM (77 FR 61550, October 10, 2012).
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 estimated that 903 airplanes of U.S. registry are affected by AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004).
The inspections of the crown area that are retained from AD 2004-
18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004), take about
94 work-hours per airplane to accomplish, at an average labor rate of
$85 per work-hour. Based on these figures, the estimated cost of the
retained inspections is $7,990 per airplane, per inspection cycle.
The inspections of the lower lobe area that are retained from AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004), take
about 96 work-hours per airplane to accomplish, at an average labor
rate of $85 per work-hour. Based on these figures, the estimated cost
of the retained inspections is
[[Page 60663]]
$8,160 per airplane, per inspection cycle.
Should an operator elect to install the preventive modification
specified in AD 2004-18-06, Amendment 39-13784 (69 FR 54206, September
8, 2004), it will take about 108 work-hours per airplane to accomplish,
at an average labor rate of $85 per work-hour. Based on these figures,
the estimated cost of the modification is $9,180 per airplane.
We estimate that this AD affects about 701 airplanes of U.S.
registry.
The new inspections take about 27 work-hours per airplane, at an
average labor rate of $85 per work-hour. Based on these figures, the
estimated cost of the new actions specified in this AD for U.S.
operators is $1,608,795, or $2,295 per airplane, per inspection cycle.
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 the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
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
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing airworthiness directive (AD)
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004), and
adding the following new AD:
2013-18-08 The Boeing Company: Amendment 39-17581; Docket No. FAA-
2011-0155; Directorate Identifier 2009-NM-141-AD.
(a) Effective Date
This AD is effective November 6, 2013.
(b) Affected ADs
This AD supersedes AD 2004-18-06, Amendment 39-13784 (69 FR
54206, September 8, 2004).
(c) Applicability
This AD applies to The Boeing Company Model 737-200, -200C, -
300, -400, and -500 series airplanes, certificated in any category,
as identified in Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by new findings of vertical cracks along
chem-milled steps adjacent to the butt joints. We are issuing this
AD to detect and correct fatigue cracking of the skin panels, which
could result in sudden fracture and failure of the skin panels of
the fuselage, and consequent rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained External Detailed and Eddy Current Inspections
This paragraph restates the requirements of paragraph (a) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. For Groups 1 through 5 airplanes
identified in Boeing Alert Service Bulletin 737-53A1210, Revision 1,
dated October 25, 2001: Before the accumulation of 35,000 total
flight cycles, or within 4,500 flight cycles after October 13, 2004
(the effective date of AD 2004-18-06), whichever is later, do
external detailed and eddy current inspections of the crown area and
other known areas of fuselage skin cracking, in accordance with Part
1 and Figure 1 of the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or in
accordance with Part 1 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009;
except as provided by paragraph (o) of this AD. Repeat the external
detailed and eddy current inspections at intervals not to exceed
4,500 flight cycles until paragraph (i), (j)(1)(i), (j)(1)(ii), (k),
(l), or (m) of this AD has been done, as applicable. Although
paragraph 1.D. of Boeing Alert Service Bulletin 737-53A1210,
Revision 1, dated October 25, 2001, references a reporting
requirement, such reporting is not required by this AD.
Accomplishing the actions required by paragraph (p) or (q) of this
AD ends the repetitive requirements in this paragraph.
(h) Retained External Detailed Inspection With Reduced Compliance Time
This paragraph restates the requirements of paragraph (b) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with reduced compliance time and revised service information. For
all airplanes identified in Boeing Alert Service Bulletin 737-
53A1210, Revision 1, dated October 25, 2001: Before the accumulation
of 40,000 total flight cycles, or within 4,500 flight cycles after
October 13, 2004 (the effective date of AD 2004-18-06), whichever is
later, do an external detailed inspection of the lower lobe area and
section 41 of the fuselage for cracking, in accordance with Part 2
and Figure 2 of the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or in
accordance with Part 4 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009;
except as provided by paragraph (o) of this AD. Repeat the
inspection thereafter at intervals not to exceed 9,000 flight cycles
until the actions specified in paragraph (j)(2) or paragraph (k), as
applicable, of this AD have been done. Accomplishing the actions
required by paragraph (s) of this AD ends the requirements in this
paragraph.
(i) Retained Preventive Modification at Stringer 12
This paragraph restates the requirements of paragraph (c) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. For Groups 3 and 5 airplanes
identified in Boeing Alert Service Bulletin 737-53A1210, Revision 1,
dated October 25, 2001: If no cracking is found during any
inspection required by paragraph (g) of this AD, doing the
preventive modification of the chem-milled pockets in the upper
skin, as
[[Page 60664]]
specified in Part 5 of the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or as
specified in Part 7 of the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, except as
required by paragraph (x) of this AD; ends the repetitive external
detailed and eddy current inspections required by paragraph (g) of
this AD for the modified area only. As of the effective date of this
AD, use only Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, to do the actions required by this paragraph.
(j) Retained Corrective Actions
This paragraph restates the requirements of paragraph (d) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. If any cracking is found during
any inspection required by paragraph (g), (h), (p), (q), or (s) of
this AD, before further flight, do the actions specified in
paragraphs (j)(1) and (j)(2) of this AD, as applicable, in
accordance with the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or in
accordance with the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009. As of the
effective date of this AD, use only Boeing Alert Service Bulletin
737-53A1210, Revision 3, dated July 16, 2009, to do the actions
required by this paragraph. Where Boeing Alert Service Bulletin 737-
53A1210, Revision 1, dated October 25, 2001; or Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009; specify to
contact Boeing for repair instructions, before further flight,
repair in accordance with a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA; or in accordance with data
meeting the type certification basis of the airplane if it is
approved by the Boeing Commercial Airplanes Organization Designation
Authorization (ODA) or any other person 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.
(1) Except as provided by paragraph (k) of this AD, for cracking
of the crown area, do the repair specified in either paragraph
(j)(1)(i) or (j)(1)(ii) of this AD.
(i) Do a time-limited repair in accordance with Part 4 of the
Work Instructions of Boeing Alert Service Bulletin 737-53A1210,
Revision 1, dated October 25, 2001; or in accordance with Part 6 of
the Work Instructions of Boeing Alert Service Bulletin 737-53A1210,
Revision 3, dated July 16, 2009, except as required by paragraph (x)
of this AD; then do the actions required by paragraph (l) of this AD
at the times specified in that paragraph. Installation of a time-
limited repair ends the repetitive inspections required by paragraph
(g) of this AD for the repaired area only.
(ii) Do a permanent repair in accordance with Part 3 of the Work
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
1, dated October 25, 2001; or in accordance with Part 5 of the Work
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009. Installation of a permanent repair ends the
repetitive inspections required by paragraph (g) of this AD for the
repaired area only. Installation of the lap joint repair specified
in paragraph (g) of AD 2002-07-08, Amendment 39-12702 (67 FR 17917,
April 12, 2002), is considered acceptable for compliance with the
corresponding permanent repair specified in this paragraph for the
repaired areas only.
(2) Except as provided by paragraph (k) of this AD, for cracking
of the lower lobe area and section 41, repair in accordance with
Part 2 of the Work Instructions of Boeing Alert Service Bulletin
737-53A1210, Revision 1, dated October 25, 2001; or in accordance
with paragraph (j)(2)(i) or (j)(2)(ii) of this AD. Accomplishment of
this repair ends the repetitive inspections required by paragraph
(h) of this AD for the repaired area only. As of the effective date
of this, do the repair specified in paragraph (j)(2)(i) or
(j)(2)(ii) of this AD.
(i) Do a time-limited repair in accordance with Part 6 of the
Work Instructions of Boeing Alert Service Bulletin 737-53A1210,
Revision 3, dated July 16, 2009, except as required by paragraph (x)
of this AD, then do the actions required by paragraph (l) of this AD
at the times specified in that paragraph.
(ii) Do a permanent repair in accordance with Part 5 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009.
(k) Retained Optional Repair Method
This paragraph restates the requirements of paragraph (e) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. For cracking in any area specified
in paragraphs (j)(1) and (j)(2) of this AD within the limitations of
the applicable structural repair manual (SRM) specified in
paragraphs (k)(1) through (k)(4) of this AD, repair any cracks, in
accordance with a method approved by the Manager, Seattle ACO; or in
accordance with data meeting the type certification basis of the
airplane if it is approved by the Boeing Commercial Airplanes ODA or
any other person 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. Accomplishment of the applicable
repair terminates the repetitive inspections required by paragraphs
(g) and (h) of this AD for the repaired area only. Guidance on
repairing the cracking can be found in the applicable SRM specified
in paragraphs (k)(1) through (k)(4) of this AD.
(1) For Model 737-100, -200 series airplanes: Figure 48, General
Fuselage Skin Repair, of Subject 53-30-3, Skin Repair, of Chapter
53, Fuselage, of the Boeing 737-100/-200 SRM D6-15565, Revision 102,
dated September 10, 2010.
(2) For Model 737-300 series airplanes: Repair 31, General
Fuselage Skin Repairs, of Subject 53-00-01, Fuselage Skin--General,
of Chapter 53, Fuselage, of the Boeing 737-300 SRM D6-37635,
Revision 92, dated November 10, 2010.
(3) For Model 737-400 series airplanes: Repair 31, General
Fuselage Skin Repairs, of Subject 53-00-01, Fuselage Skin--General,
of Chapter 53, Fuselage, of the Boeing 737-400 SRM D6-38246,
Revision 75, dated November 10, 2010.
(4) For Model 737-500 series airplanes: Repair 31, General
Fuselage Skin Repairs, of Subject 53-00-01, Fuselage Skin--General,
of Chapter 53, Fuselage, of the Boeing 737-500 SRM D6-38441,
Revision 70, dated November 10, 2010.
(l) Retained Follow-On and Corrective Actions
This paragraph restates the requirements of paragraph (f) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. If a time-limited repair is done,
as specified in paragraph (j)(1)(i) or (j)(2)(i) of this AD: Do the
actions specified in paragraphs (l)(1), (l)(2), and (l)(3) of this
AD, at the times specified in paragraphs (l)(1), (l)(2), and (l)(3)
of this AD, in accordance with the Work Instructions of Boeing Alert
Service Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or
in accordance with the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009.
(1) Within 3,000 flight cycles after doing the repair: Do the
actions specified in paragraph (l)(1)(i) or (l)(1)(ii) of this AD.
Then repeat the applicable inspection specified in paragraph
(l)(1)(i) or (l)(1)(ii) of this AD at intervals not to exceed 3,000
flight cycles until permanent rivets are installed in the repaired
area, which ends the repetitive inspections for this paragraph. As
of the effective date of this AD, do only the inspections specified
in paragraph (l)(1)(ii) of this AD.
(i) For repairs done before the effective date of this AD: Do a
detailed inspection of the repaired area for loose fasteners in
accordance with Part 4 of the Work Instructions of Boeing Alert
Service Bulletin 737-53A1210, Revision 1, dated October 25, 2001, or
do the actions specified in paragraph (l)(1)(ii) of this AD. If any
loose fastener is found, before further flight, replace with a new
fastener, in accordance with the Work Instructions of Boeing Alert
Service Bulletin 737-53A1210, Revision 1, dated October 25, 2001.
(ii) For repairs done after the effective date of this AD: Do a
detailed inspection of the repaired area for loose, damaged, and
missing fasteners, in accordance with Part 6 of the Work
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009. If any loose, missing, or damaged fastener
is found, before further flight, replace with a new fastener, in
accordance with the Work Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009.
(2) At the applicable time specified in paragraph (l)(2)(i) and
(l)(2)(ii) of this AD: Do inspections of the repaired area for
cracking in accordance with Part 4 of the Work Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 1, dated October
25,
[[Page 60665]]
2001; or in accordance with Part 6 of the Work Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009. If any cracking is found, before further flight, repair in
accordance with a method approved by the Manager, Seattle ACO, or in
accordance with data meeting the type certification basis of the
airplane if it is approved by the Boeing Commercial Airplanes ODA or
any other person 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.
(i) For repairs done before the effective date of this AD:
Within 4,000 flight cycles after doing the repair, do the
inspections.
(ii) For repairs done on or after the effective date of this AD:
Within 3,000 flight cycles after doing the repair, do the
inspections.
(3) At the earlier of the times specified in paragraphs
(l)(3)(i) and (l)(3)(ii) of this AD: Make the repair permanent in
accordance with Part 4 and Figure 20 of the Work Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 1, dated October
25, 2001, or do the permanent repair, in accordance with Part 5 of
the Work Instructions of Boeing Alert Service Bulletin 737-53A1210,
Revision 3, dated July 16, 2009, which ends the repetitive
inspections for the repaired area only. As of the effective date of
this AD, only Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, may be used to make the repair permanent.
(i) Within 10,000 flight cycles after doing the repair in
accordance with Boeing Alert Service Bulletin 737-53A1210, Revision
1, dated October 25, 2001.
(ii) At the later of the times specified in paragraphs
(l)(3)(ii)(A) and (l)(3)(ii)(B) of this AD.
(A) Within 6,000 flight cycles after doing the repair.
(B) Within 1,000 flight cycles after the effective date of this
AD.
(m) Retained Optional Terminating Action for Repetitive Eddy Current
Inspections
This paragraph restates the requirements of paragraph (g) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. Accomplishment of paragraph (b) or
(c), as applicable, of AD 2003-14-06, Amendment 39-13225 (68 FR
42956, July 21, 2003), before the effective date of this AD ends the
repetitive eddy current inspections required by paragraph (g) of
this AD for that skin panel only; however, the repetitive external
detailed inspections required by paragraph (g) of this AD are still
required for all areas. Accomplishing paragraph (b) or (c), as
applicable, of AD 2003-14-06, on or after the effective date of this
AD, does not end either the repetitive detailed or eddy current
inspections required by paragraph (g) of this AD.
(n) Retained Credit for Previous Actions
This paragraph restates the provisions of paragraph (h) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004).
This paragraph provides credit for actions specified by paragraphs
(g), (h), (i), (j), (k), and (l) of this AD, if those actions were
done before October 13, 2004 (the effective date of AD 2004-18-06),
using Boeing Alert Service Bulletin 737-53A1210, dated December 14,
2000 (which is not incorporated by reference in this AD).
(o) Retained Exception to Service Bulletin Procedures
This paragraph restates the provision of paragraph (i) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
with revised service information. For airplanes subject to the
requirements of paragraphs (g) and (h) of this AD: Inspections are
not required in areas that are spanned by an FAA-approved repair
that has a minimum of 3 rows of fasteners above and below, or
forward and aft of the chem-milled step, or repairs that have a
minimum of 2 rows of fasteners above and below, or forward and aft
of the chem-milled step, and have been installed in accordance with
the requirements of paragraph (k) of this AD. If an external doubler
covers the chem-milled step, but does not span it by a minimum of 3
rows of fasteners above and below, or forward and aft, or does not
have a minimum of 2 rows of fasteners above and below, and have been
installed in accordance with the requirements of paragraph (k) of
this AD: In lieu of requesting approval for an alternative method of
compliance (AMOC), one option to comply with the inspection
requirement of paragraphs (g) and (h) of this AD is to inspect all
chem-milled steps covered by the repair using the method specified
in the notes in Tables 1 through 6 of paragraph 1.E.,
``Compliance,'' and in accordance with the Work Instructions, of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009.
(p) For Certain Airplanes: New Repetitive External Detailed and Eddy
Current Inspections of the Crown Area and Other Known Areas of Fuselage
Skin Cracking, and Corrective Actions
For Groups 1 through 5 and Groups 9 through 21 airplanes
identified in Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, on which the inspections required by paragraph
(g) of this AD have been done before the effective date of this AD:
Within 4,500 flight cycles after doing the most recent inspection
required by paragraph (g) of this AD, or within 1,800 flight cycles
after the effective date of this AD, whichever is earlier; do
external detailed and eddy current inspections of the crown area and
other known areas of the fuselage skin cracking, in accordance with
Part 1 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009; except as
provided by paragraph (o) of this AD. Repeat the external detailed
and eddy current inspections thereafter at intervals not to exceed
1,800 flight cycles. Accomplishing the inspections required by this
paragraph ends the repetitive inspections required by paragraph (g)
of this AD. Before further flight, do all applicable corrective
actions as specified in paragraph (j) of this AD. For the locations
specified in Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, in lieu of doing detailed inspections,
operators may do general visual inspections, provided that the
general visual inspections are done at intervals not to exceed 1,000
flight cycles.
(q) For Certain Other Airplanes: New Repetitive External Detailed and
Eddy Current Inspections of the Crown Area and Other Known Areas of
Fuselage Skin Cracking, and Corrective Actions
For Groups 1 through 5 and 9 through 21 airplanes identified in
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009, on which the inspections required by paragraph (g) of this
AD have not been done before the effective date of this AD: Before
the accumulation of 28,000 total flight cycles, or within 1,800
flight cycles after the effective date of this AD, whichever is
later, do external detailed and eddy current inspections of the
crown area and other known areas of fuselage skin cracking, in
accordance with Part 1 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009,
except as provided by paragraph (o) of this AD. Repeat the external
detailed and eddy current inspections thereafter at intervals not to
exceed 1,800 flight cycles. Accomplishing the inspections required
by this paragraph ends the repetitive inspections required by
paragraph (g) of this AD. Before further flight, do all applicable
corrective actions as specified in paragraph (j) of this AD. For the
locations specified in Boeing Alert Service Bulletin 737-53A1210,
Revision 3, dated July 16, 2009, in lieu of doing detailed
inspections, operators may do general visual inspections, provided
that the general visual inspections are done at intervals not to
exceed 1,000 flight cycles.
(r) New Repetitive External Detailed and Eddy Current Inspections of
the Fuselage Skin Along the Chem-Milled Steps of the Butt Joints, and
Corrective Actions
For Groups 1 through 5, and 9 through 21 airplanes identified in
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009: At the later of the times specified in paragraphs (r)(1)
and (r)(2) of this AD, do external detailed and eddy current
inspections for vertical cracks in the fuselage skin along the chem-
milled steps of the butt joints, in accordance with Part 3 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009, except as provided by
paragraph (o) of this AD. Repeat the inspections thereafter at
intervals not to exceed 1,800 flight cycles. If any cracking is
found, before further flight, repair in accordance with Part 5 of
the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1210, Revision 3, dated July 16, 2009. Doing the repair
terminates the repetitive inspections specified in this paragraph
for the repaired area only.
(1) Before the accumulation of 55,000 total flight cycles or
55,000 total flight hours, whichever occurs first.
(2) Within 1,800 flight cycles after the effective date of this
AD.
[[Page 60666]]
(s) New Repetitive Detailed and Eddy Current Inspections Along the
Chem-Milled Lines of the Fuselage Skin of the Lower Lobe Area and
Section 41, and Corrective Actions
For Groups 1 through 21 airplanes identified in Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009: At
the applicable time specified in paragraph (s)(1) or (s)(2) of this
AD, do external detailed and eddy current inspections, as
applicable, for horizontal cracks along the chem-milled lines of the
fuselage skin of the lower lobe area and section 41, in accordance
with Part 4 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009,
except as provided by paragraphs (o) and (x) of this AD. Repeat the
inspections thereafter at intervals not to exceed 1,800 flight
cycles. Accomplishing the inspections required by this paragraph
ends the inspections required by paragraph (h) of this AD. Before
further flight, do all applicable corrective actions as specified in
paragraph (j) of this AD. For the locations specified in Boeing
Alert Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009,
in lieu of doing detailed inspections, operators may do general
visual inspections, provided that the general visual inspections are
done at intervals not to exceed 1,000 flight cycles.
(1) Before the accumulation of 35,000 total flight cycles.
(2) Within 9,000 flight cycles after the most recent inspection
required by paragraph (h) of this AD, or within 1,800 flight cycles
after the effective date of this AD, whichever is earlier.
(t) For Certain Airplanes: New Repetitive External Detailed and Eddy
Current Inspections Along the Chem-Milled Lines of the Fuselage Skin of
the Window Belt Area, and Corrective Actions
For Groups 4, 11, and 16 airplanes identified in Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009:
Before the accumulation of 25,000 total flight cycles or within
1,800 flight cycles after the effective date of this AD, whichever
is later, do external detailed and eddy current inspections for
horizontal cracks along the chem-milled lines of the fuselage skin
of the fuselage window belt area, in accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009, except as provided by
paragraph (o) of this AD. Repeat the inspections thereafter at
intervals not to exceed 1,800 flight cycles. If any cracking is
found, before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (y) of this
AD. Doing the repair terminates the repetitive inspections specified
in this paragraph for the repaired area only.
(u) For Certain Other Airplanes: New Repetitive External Detailed and
Eddy Current Inspections Along the Chem-Milled Lines of the Fuselage
Skin of the Window Belt Area, and Corrective Actions
For Groups 3, 5, 9, 10, 12, 14, 15, 17, 18, 19, 20, and 21
airplanes identified in Boeing Alert Service Bulletin 737-53A1210,
Revision 3, dated July 16, 2009: Do the actions specified in
paragraph (u)(1) or (u)(2) of this AD, as applicable. Part 7 (Figure
10) of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, specifies
applying corrosion inhibiting compound (CIC) Boeing Material
Specification (BMS) 3-23 to the surfaces of the repaired area. As an
option to using CIC BMS 3-23, operators may use CIC BMS 3-35, which
is equivalent to CIC BMS 3-23.
(1) For airplanes on which the inspections required by paragraph
(g) of this AD have been done before the effective date of this AD:
Within 4,500 flight cycles after doing the most recent inspection
required by paragraph (g) of this AD, or within 1,800 flight cycles
after the effective date of this AD, whichever is earlier, do
external detailed and eddy current inspections for horizontal cracks
along the chem-milled lines of the fuselage skin of the fuselage
window belt area, in accordance with Part 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, except as provided by paragraph (o) of this
AD. Repeat the inspections thereafter at intervals not to exceed
1,800 flight cycles. If any cracking is found, before further
flight, repair in accordance with Part 8 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, except as required by paragraph (x) of this
AD.
(2) For airplanes on which the inspections required by paragraph
(g) of this AD have not been done before the effective date of this
AD: Before the accumulation of 25,000 total flight cycles or within
1,800 flight cycles after the effective date of this AD, whichever
is later, do external detailed and eddy current inspections for
horizontal cracks along the chem-milled lines of the fuselage skin
of the fuselage window belt area, in accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009. Repeat the inspections
thereafter at intervals not to exceed 1,800 flight cycles. If any
cracking is found, before further flight, repair in accordance with
Part 8 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, except as
required by paragraph (x) of this AD.
(v) New Optional Repair
For airplanes on which cracking is found during any inspection
required by paragraph (p), (q), (r), or (s) of this AD, as
applicable, doing the repair of the chem-milled area in the skin, as
specified in Part 5 or Part 6 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009, ends the repetitive external detailed and eddy current
inspections required by paragraph (p), (q), (r), or (s) of this AD,
as applicable, for the repaired area only.
Note 1 to paragraph (v) of this AD: Part 8 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, specifies a post-repair inspection of the
skin chem-milled crack repair at stringer 12; that inspection is not
required by this AD. The damage tolerance inspections specified in
Table 7 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, may be used
in support of compliance with section 121.1109(c)(2) or
129.109(c)(2) of the Code of Federal Regulations (14 CFR
121.1109(c)(2) or 14 CFR 129.109(c)(2)).
(w) New Optional Preventive Modification at Stringer 12
For airplanes on which no cracking is found during any
inspection required by paragraph (u) of this AD, doing the
preventive modification of the chem-milled areas in the skin at
stringer 12, as specified in Part 7 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, except as required by paragraph (x) of this
AD, ends the repetitive external detailed and eddy current
inspections required by paragraph (u) of this AD, for the modified
areas common to stringer 12 only. Part 7 (Figure 10) of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009, specifies applying CIC BMS
3-23 to the surfaces of the repaired area. As an option to using CIC
BMS 3-23, operators may use CIC BMS 3-35, which is equivalent to CIC
BMS 3-23.
(x) Exception to Service Information
Where Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, specifies to contact Boeing for repair
instructions, before further flight, repair using a method approved
in accordance with the procedures specified in paragraph (y) of 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 attention of the person identified in paragraph
(z)(1) of this AD. Information may be emailed to: [email protected].
(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 AD 2004-18-06,
Amendment 39-13784 (69 FR 54206,
[[Page 60667]]
September 8, 2004), are approved as AMOCs for the corresponding
provisions of this AD.
(5) Inspections and corrective actions required by paragraph (g)
of AD 2009-21-01, Amendment 39-16038 (74 FR 52395, October 13,
2009), are approved as AMOCs for the corresponding provisions of
paragraph(s) of this AD, but only for the areas of the lower lobe
skin identified in AD 2009-21-01.
(z) Related Information
(1) For more information about this AD, contact Wayne Lockett,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, Washington
98057-3356; phone: 425-917-6447; fax: 425-917-6590; email:
[email protected].
(2) Service information that is referenced in this AD that is
not incorporated by reference in this AD may be obtained at the
addresses identified in paragraphs (aa)(5) and (aa)(6) of this AD.
(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
November 6, 2013.
(i) Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated
July 16, 2009.
(ii) Figure 48, General Fuselage Skin Repair, of Subject 53-30-
3, Skin Repair, of Chapter 53, Fuselage, of the Boeing 737-100/-200
SRM D6-15565, Revision 102, dated September 10, 2010. The revision
level of this document is identified in only the transmittal letter;
no other page of the document contains this information.
(iii) Repair 31, General Fuselage Skin Repairs, of Subject 53-
00-01, Fuselage Skin--General, of Chapter 53, Fuselage, of the
Boeing 737-300 SRM D6-37635, Revision 92, dated November 10, 2010.
The revision level of this document is identified in only the
transmittal letter; no other page of the document contains this
information.
(iv) Repair 31, General Fuselage Skin Repairs, of Subject 53-00-
01, Fuselage Skin--General, of Chapter 53, Fuselage, of the Boeing
737-400 SRM D6-38246, Revision 75, dated November 10, 2010. The
revision level of this document is identified in only the
transmittal letter; no other page of the document contains this
information.
(v) Repair 31, General Fuselage Skin Repairs, of Subject 53-00-
01, Fuselage Skin--General, of Chapter 53, Fuselage, of the Boeing
737-500 SRM D6-38441, Revision 70, dated November 10, 2010. The
revision level of this document is identified in only the
transmittal letter; no other page of the document contains this
information.
(4) The following service information was approved for IBR on
October 13, 2004 (69 FR 54206, September 8, 2004).
(i) Boeing Alert Service Bulletin 737-53A1210, Revision 1,
excluding Appendix A, dated October 25, 2001.
(ii) Reserved.
(5) 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.
(6) You may view this 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.
(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/ibr-locations.html.
Issued in Renton, Washington, on August 16, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-24034 Filed 10-1-13; 8:45 am]
BILLING CODE 4910-13-P