[Federal Register Volume 77, Number 196 (Wednesday, October 10, 2012)]
[Proposed Rules]
[Pages 61550-61559]
[FR Doc No: 2012-24805]

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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]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) for certain Model 737-200, -200C, -300, -400, and -500 series
airplanes. That proposed AD would have superseded an existing AD that
applies to certain The Boeing Company Model 737-200, -200C, -300, -400,
and -500 series airplanes. The existing AD currently requires
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 existing AD also includes a terminating action for
the repetitive inspections of certain modified or repaired areas only.
That NPRM proposed to add new inspections for cracking of the fuselage
skin along certain chem-milled lines, and corrective actions if
necessary. That NPRM also proposed to reduce certain thresholds and
intervals required by the existing AD. This action revises that NPRM by
reducing the proposed repetitive inspection intervals. We are proposing
this supplemental NPRM 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. Since these actions impose an additional burden over that
proposed in the previous NPRM, we are reopening the comment period to
allow the public the chance to comment on these proposed changes.

DATES: We must receive comments on this supplemental NPRM by November
26, 2012.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     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 proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707,

MC 2H-65, Seattle, Washington 98124-2207; telephone<PHONE_NUMBER>,
extension 1; fax<PHONE_NUMBER>; 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<PHONE_NUMBER>.

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 (phone:<PHONE_NUMBER>) 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,
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6447; fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>
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-2011-0155;
Directorate Identifier 2009-NM-141-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

    We issued an NPRM to amend 14 CFR part 39 to include an AD that
would apply to certain Model 737-200, -200C, -300, -400, and -500
series airplanes. That NPRM published in the Federal Register on March
8, 2011 (76 FR 12619). That NPRM proposed to supersede AD 2004-18-06,
Amendment 39-13784 (69 FR 54206, September 8, 2004), 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. That NPRM also included a terminating
action for the repetitive inspections of certain modified or repaired
areas only. That NPRM proposed to add new inspections for cracking of
the fuselage skin along certain chem-milled lines, and corrective
actions if necessary. That NPRM also proposed to reduce certain
thresholds and intervals required by the existing AD. That NPRM
resulted from reports indicating new findings of cracks were found
along the edges of the chem-milled pockets in the upper skin at certain
stringers.

Actions Since Previous NPRM Was Issued

    Since we issued the previous NPRM (76 FR 12619, March 8, 2011),
extensive continued evaluation of the chem-mill step cracking has been
done, which resulted in a determination that the repetitive inspection
intervals and the compliance time for the inspections of the crown area
and other known areas of fuselage skin cracking must be reduced in
order to adequately address the identified unsafe condition.

Comments

    We gave the public the opportunity to comment on the previous NPRM
(76 FR 12619, March 8, 2011). The following presents the comments
received on the previous NPRM and the FAA's response to each comment.

Supportive Comments

    The National Transportation Safety Board and Jonathan W. Ketron
support the content of the previous NPRM (76 FR 12619, March 8, 2011).

Request To Supersede AD 2003-14-06, Amendment 39-13225 (68 FR 42956,
July 21, 2003)

    Alaska Airlines (ASA) asked that we change the previous NPRM (76 FR
12619, March 8, 2011) to also supersede AD 2003-14-06, Amendment 39-
13225 (68 FR 42956, July 21, 2003). ASA explained that paragraph (g) of
AD 2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004),
allows accomplishing one-time internal inspections in accordance with
paragraph (b) or paragraph (c) of AD 2003-14-06 in order to terminate
the repetitive inspections required by paragraph (a) of AD 2004-18-06
(paragraph (g) of the previous NPRM). ASA added that the previous NPRM
restates these required external inspections. ASA noted that AD 2003-
14-06 was initially released to address inadequate phosphoric anodizing
of the skin panels, leading to disbonding of internal doublers. ASA
stated further that subsequent events showed that fatigue cracking of
chem-milled skins cannot be solely attributed to improper anodizing or
disbonded doublers. ASA added that the previous NPRM does not clearly
address the requirements in AD 2003-14-06, which will remain in effect
until after the final rule is released.
    We do not agree to supersede AD 2003-14-06, Amendment 39-13255 (68
FR 42956, July 21, 2003). The one-time internal inspection in that AD
is required for safety and is not related to the chem-milled step
cracking addressed by this supplemental NPRM. In addition, the one-time
inspection required by AD 2003-14-06 only terminates the external eddy
current inspections required by paragraph (a) of AD 2004-18-06,
Amendment 39-13784 (69 FR 54206, September 8, 2004), which is restated
in paragraph (g) of this supplemental NPRM. All external detailed
inspections are still required by paragraph (g) of this supplemental
NPRM. We have made no change to this supplemental NPRM in this regard.

Request for Clarification of Language in Paragraphs (g) and (h) of the
Previous NPRM (76 FR 12619, March 8, 2011)

    Boeing requested that paragraphs (g) and (h) of the previous NPRM
(76 FR 12619, March 8, 2011) be revised to better distinguish between
existing and new requirements. Specifically, Boeing stated that the
language used in paragraphs (g) and (h) of the previous NPRM could be
interpreted to mean that using Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009, is optional for accomplishing
the required actions at the inspection thresholds and intervals
required by AD 2004-18-06, Amendment 39-13784 (69 FR 54206, September
8, 2004). Boeing requested clarification of the wording to indicate
that the inspection, methods, thresholds, and ``repeats'' in accordance
with Revision 3 of this service bulletin are now required.
    We agree that clarification is necessary. Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009, can be used for
accomplishing the required actions in AD 2004-18-06, Amendment 39-13784
(69 FR 54206, September 8, 2004). However, it is not required to use
Revision 3 of this service bulletin to accomplish the requirements of
the existing AD; rather, it is required to use that revision for the
new actions

required by paragraphs (p), (q), and (s) of this supplemental NPRM.
    Consequently, we have revised paragraphs (g) and (h) of this
supplemental NPRM to remove the sentence beginning ``As of the
effective date of this AD * * *'' to clarify that using Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009, is not
required for accomplishing the requirements of the existing AD.

Request To Change ``Internal'' Detailed Inspection to ``External''
Detailed Inspection

    Boeing asked that we change the ``internal'' detailed inspection
specified in paragraph (h)(1) of the previous NPRM (76 FR 12619, March
8, 2011) to an ``external'' detailed inspection. Boeing stated that
this is a typographical error because it is a restatement of the
requirements of AD 2004-18-06, Amendment 39-13784 (69 FR 54206,
September 8, 2004).
    We agree that the reference to an ``internal'' detailed inspection
is a typographical error. We have changed paragraph (h)(1) of this
supplemental NPRM to specify an ``external'' detailed inspection.

Request To Remove a Paragraph Reference

    Boeing asked that we remove the reference to ``paragraph (m)'' in
the third sentence of paragraph (g) of the previous NPRM (76 FR 12619,
March 8, 2011). Boeing stated that paragraph (m) of the previous NPRM
addresses disbond inspections, which should not terminate the detailed
or eddy current inspection, as specified.
    We find that clarification is necessary. Paragraph (m) of this
supplemental NPRM states that accomplishing the optional terminating
action ``before the effective date of this AD'' terminates the eddy
current inspections required by paragraph (g) of this supplemental
NPRM. In addition, paragraph (m) of this supplemental NPRM states that
the detailed inspections specified in paragraph (g) of this
supplemental NPRM are not terminated. Paragraph (m) of this
supplemental NPRM states further that, ``as of the effective date of
this AD,'' the optional terminating action does not terminate the
repetitive eddy current inspections required by paragraph (g) of this
supplemental NPRM.
    We find it necessary to retain the reference to paragraph (m) of
this supplemental NPRM in paragraph (g) to indicate that accomplishing
the terminating action in paragraph (m) of this supplemental NPRM
``before the effective date of this AD'' terminates the eddy current
inspections required by paragraph (g) of this supplemental NPRM.
However, we have revised paragraph (m) of this supplemental NPRM to
indicate that neither detailed nor eddy current inspections can be
terminated by accomplishing the optional terminating action ``on or
after the effective date of this AD.''

Request To Clarify Terminating Action

    Boeing asked that the preventative modification language specified
in paragraph (w) of the previous NPRM (76 FR 12619, March 8, 2011) be
clarified to specify that doing the modification terminates only the
repetitive inspections of the chem-milled steps common to stringer 12.
Boeing stated that Note (c) of Table 2, paragraph 1.E., ``Compliance,''
of Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009, specifies that accomplishing the preventative modification
only terminates the inspections at stringer 12. Boeing added that there
have been post-modification cracks reported at the chem-milled steps
common to stringer 10, even though the modification doubler covers the
area. Boeing noted that the internal modification doubler does not span
the stringer 10 or stringer 13 chem-milled steps by three rows of
fasteners; therefore, inspections should continue at those locations
even though the modification doubler is common to them.
    We agree that clarification is necessary. 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, ends the
repetitive inspections for the modified areas common to stringer 12
only. Cracking of the chem-milled steps has been found at locations
where doublers do not extend a minimum of three fastener rows beyond
the chem-milled step. We have changed paragraph (w) of this
supplemental NPRM accordingly.

Requests To Revise Certain Compliance Times

    Boeing asked that the compliance time specified in paragraph (p)(1)
of the previous NPRM (76 FR 12619, March 8, 2011) be changed. Boeing
stated that it is unclear why airplanes that have accomplished
paragraphs (i), (j)(1)(ii), (k), (l), or (m) of the previous NPRM
(which are repairs and disbond inspections) must be inspected within
1,800 flight cycles after the effective date of the AD. Boeing added
that airplanes identified in paragraph (p)(2) of the previous NPRM that
have not accomplished those paragraphs are allowed to wait until 4,500
flight cycles after the last inspection, or 1,800 flight cycles after
the effective date of the AD, whichever is later. Boeing questioned why
the airplanes on which repairs have not been installed or a disbond
inspection has not been accomplished have a different compliance time
than airplanes that do have these repairs and inspections. Boeing noted
that by using ``whichever occurs later'' in paragraph (p)(2) of the
previous NPRM, an operator may accumulate up to 6,299 flight cycles
(4,499 + 1,800) between inspections that were previously required at
4,500-flight-cycle intervals in accordance with AD 2004-18-06,
Amendment 39-13784 (69 FR 54206, September 8, 2004).
    We agree that the compliance times required by paragraph (p) of
this supplemental NPRM should be clarified. After further review of the
new inspection requirements in paragraph (p) of this supplemental NPRM,
we have determined that those inspections are not related to existing
installed repairs or the disbond inspection. The compliance times
should not be based on local repairs that may be installed on the
airplanes. For areas that have repairs installed in accordance with
paragraphs (i), (j)(1)(ii), (k), (l), and (m) of this AD, the
inspection is already terminated for these areas only. Therefore, we
have deleted paragraphs (p)(1) and (p)(2) of the previous NPRM (76 FR
12619, March 8, 2011), and included the following reduced compliance
time in paragraph (p) of this supplemental NPRM: ``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.''
    Boeing also asked that the compliance time specified in paragraph
(s) of the previous NPRM (76 FR 12619, March 8, 2011) be changed.
Boeing stated that the repetitive interval should be changed to 1,800
flight cycles for inspections in areas of known cracking in the lower
lobe and Section 41, and when both eddy current and detailed
inspections are required, in accordance with Part 4 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1210, Revision 3, dated July 16, 2009.
    Boeing also noted that for inspections in areas with no known
cracking, the threshold should be at the latest of 35,000 total flight
cycles, or at the earliest of 4,500 flight cycles from the release of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July 16,

2009, or 9,000 flight cycles after the previous inspection. Boeing
stated that, based on additional crack growth data, the repetitive
inspections in areas of known cracking should be reduced to 1,800
flight cycles. Boeing added that the inspection threshold should be at
the latest of 35,000 total flight cycles, or at the earliest of 1,800
flight cycles from the release of that service bulletin or 4,500 flight
cycles after the previous inspection. Boeing concluded that in areas of
no known cracking, the inspections are in place to monitor for new
cracking; therefore, the repetitive inspection intervals can be
extended.
    We agree that the compliance times should be changed based on the
data provided by the manufacturer. We have moved the compliance times
for the initial and repetitive inspections identified in paragraph (s)
of the previous NPRM (76 FR 12619, March 8, 2011) to paragraphs (s)(1)
and (s)(2) of this supplemental NPRM. We also reduced the repetitive
inspection interval for known cracking in paragraph (s)(2) of this
supplemental NPRM to 1,800 flight cycles.
    Boeing also asked that the compliance times and repetitive
intervals specified in paragraphs (t), (u)(1), and (u)(2) of the
previous NPRM (76 FR 12619, March 8, 2011) be changed. Boeing requested
that all compliance times (initial and repetitive) that specify 4,500
flight cycles be changed to 1,800 flight cycles. Boeing stated that the
window belt skin area is equivalent to the crown skin area, and the
initial threshold and repetitive interval should be the same as
required for the crown area.
    We agree that the compliance times should be changed based on the
information provided. We have changed the compliance times and
repetitive intervals in paragraphs (t), (u)(1), and (u)(2) of this
supplemental NPRM accordingly.

Request To Provide Certain Clarifications

    Southwest Airlines (SWA) asked that we change paragraph (h) of the
previous NPRM (76 FR 12619, March 8, 2011) to provide clarification
whether the inspections identified in Figures 26, 27, and 31 of Boeing
Alert Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009,
are required. SWA asked whether an eddy current or external detailed
inspection is necessary for certain locations if those inspection
figures are required. SWA stated that paragraph (h) of the previous
NPRM specifies an external detailed inspection of the lower lobe area
and Section 41 of the fuselage, in accordance with Part 4 of the
Accomplishment Instructions of that service bulletin. SWA added that
Part 4 also specifies eddy current inspections every 1,800 flight
cycles.
    We agree that clarification is necessary. The subject inspections
identified in Figures 26, 27, and 31 of Boeing Alert Service Bulletin
737-53A1210, Revision 3, dated July 16, 2009, are specified in this
supplemental NPRM; however, the inspections in those figures are
required by paragraph (s), not paragraph (h), of this supplemental
NPRM. No change to either paragraph (h) or (s) of this supplemental
NPRM is necessary.
    SWA also asked how paragraphs (s) and (u) of the previous NPRM (76
FR 12619, March 8, 2011) are related, and if paragraph (u) of the
previous NPRM applies to airplane groups 4, 11, and 16. SWA noted that
the inspections identified in paragraph (s) of the previous NPRM are
applicable to Groups 1 through 21 and are done in accordance with Part
4 of Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July
16, 2009; except as required by paragraph (u) of the previous NPRM. SWA
also noted that the inspections identified in paragraph (u) of the
previous NPRM are applicable to Groups 3, 5, 9, 10, 12, 14, 15, 17, 18,
19, 20, and 21, and are done in accordance with Part 2 of Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009. SWA
stated that it is unsure how Part 2 and Part 4 are related. SWA added
that Part 2 addresses Groups 4, 11, and 16; however, those groups are
not specified in paragraph (u) of the previous NPRM.
    We agree that clarification is necessary because the exception in
paragraph (s) of the previous NPRM (76 FR 12619, March 8, 2011) is a
typographical error and should have identified paragraph (x) instead of
paragraph (u) of the previous NPRM. We have changed paragraph (s) of
this supplemental NPRM accordingly, which also addresses the
commenter's concern about Groups 4, 11, and 16.

Request To Exclude Certain Inspection Areas

    SWA asked that, to avoid mandating additional inspections in the
previous NPRM (76 FR 12619, March 8, 2011), we exclude the inspection
areas identified in AD 2009-21-01, Amendment 39-16038 (74 FR 52395,
October 13, 2009). SWA stated that the inspection threshold and
repetitive intervals required by AD 2009-21-01 are more restrictive for
certain areas of the lower lobe skins than those in the previous NPRM.
    We agree that the inspection threshold and repetitive intervals
required by AD 2009-21-01, Amendment 39-16038 (74 FR 52395, October 13,
2009), are more restrictive for certain areas. Therefore, we have added
a new paragraph (y)(5) to this supplemental NPRM (and reidentified
subsequent paragraphs) to specify that inspections and corrective
actions required by paragraph (g) of AD 2009-21-01 meet the
corresponding provisions of paragraph (s) of this supplemental NPRM.

Request To Require Eddy Current Inspections Only

    SWA asked that only nondestructive inspections (NDI) be used in
areas where the previous NPRM (76 FR 12619, March 8, 2011) requires
both external detailed and eddy current inspections every 1,800 flight
cycles. SWA stated that paragraph (f) of AD 2008-19-03, Amendment 39-
15670 (73 FR 56958, October 1, 2008), requires repetitive inspections
along the chem-milled steps at stringers S-1 and S-2R, between STA 400
and STA 460. SWA added that for line numbers 1001 through 2552, the
operator has the option of accomplishing repetitive external detailed
inspections every 2,300 flight cycles, or NDI every 4,500 flight
cycles. SWA noted that the previous NPRM reduces the repetitive
inspection interval specified in Tables 1 through 5 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009, from 4,500 flight cycles to 1,800 flight
cycles. SWA made its request due to this reduced inspection interval.
    We do not agree that only NDI can be used where both external
detailed and eddy current inspections are required. The overall safety
concern related to Model 737 fuselage skin panels addressed in this
supplemental NPRM is mitigated by using detailed inspections in
conjunction with eddy current inspections. We have made no change to
the supplemental NPRM in this regard.

Request To Use Ultrasonic Phased Array (UTPA) Inspection

    SWA asked that it be allowed to use a UTPA inspection to inspect
areas where the previous NPRM (76 FR 12619, March 8, 2011) requires
external NDI methods. SWA stated Boeing confirmed that it is
satisfactory to inspect areas covered by the dorsal fin by internally
using the UTPA inspection in lieu of the NDI methods, using information
in the nondestructive test manual, in lieu of the external NDI methods.

    We agree that a UTPA inspection might be able to be used instead of
the external NDI method. However, we do not agree to include the UTPA
inspection in this supplemental NPRM because we cannot include
individual operators' methods of compliance. Under the provisions of
paragraph (y) of this supplemental NPRM, we will consider requests for
approval of a change to the inspection type if sufficient data are
submitted to substantiate that the inspection would provide an
acceptable level of safety. We have made no change to the supplemental
NPRM in this regard.

Request To Allow a General Visual Inspection (GVI) Instead of Detailed
Inspection

    SWA and British Airways asked that we allow a GVI in lieu of the
detailed inspection specified in paragraphs (p) and (q) of the previous
NPRM (76 FR 12619, March 8, 2011). SWA stated that both paragraphs
specify doing 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.
SWA noted that Part 1 provides doing a GVI with a reduced inspection
interval of 1,000 flight cycles in non-lap splice areas as an
alternative to the detailed inspection. SWA and British Airways stated
that the previous NPRM does not identify the reference in Note (b) of
Table 1 of paragraph 1.E., ``Compliance,'' of that service bulletin,
which allows performing a GVI at a reduced inspection interval in lieu
of the detailed inspection in areas away from the lapjoints. SWA also
asked if the GVI applies to Figures 32 through 37 of this service
bulletin.
    We agree with the commenters' requests because we have determined
that doing the GVI at a reduced inspection interval provides an
acceptable level of safety. In addition, the GVI does apply to Figures
32 through 37 of Boeing Alert Service Bulletin 737-53A1210, Revision 3,
dated July 16, 2009, because the figures are part of the Accomplishment
Instructions, which is the part of the service bulletin referred to in
the requirements. We have revised paragraphs (p), (q), and (s) of this
supplemental NPRM to allow this option.

Request To Allow Use of Corrosion Inhibiting Compound

    US Airways asked that we allow the use of an alternative corrosion
inhibiting compound (CIC) during repairs. US Airways stated that
paragraphs (u) and (w) of the previous NPRM (76 FR 12619, March 8,
2011) refer to Parts 7 and 8 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1210, Revision 3, dated July 16,
2009; Parts 7 and 8 refer to Figures 10 and 24, respectively. US
Airways added that the figures specify applying CIC BMS 3-23, Type 2,
when completing repairs. US Airways noted that Boeing has approved
newer CIC BMS 3-35, which is compatible with CIC BMS 3-23, and is
identified in the applicable corrosion prevention manual. US Airways
added that Boeing does not plan to add CIC BMS 3-35 to its FAA-approved
repair documents. US Airways stated that adding this to the previous
NPRM would avoid requests for approval of AMOCs.
    We agree that CIC BMS 3-35 can be used as an alternative to CIC BMS
3-23. CIC BMS 3-35 has been qualified and approved as an AMOC for other
repair situations that specify CIC BMS 3-23. We have added a new
statement to paragraphs (u) and (w) of this supplemental NPRM to
include the option of using CIC BMS 3-35 as an equivalent CIC.

Changes to Supplemental NPRM

    The exception in paragraph (o) of this supplemental NPRM was
included in the requirements of AD 2004-18-06, Amendment 39-13784 (69
FR 54206, September 8, 2004); however, it was inadvertently removed
from the proposed requirements in the previous NPRM (76 FR 12619, March
8, 2011). We have included the exception in paragraphs (g) and (h) of
this supplemental NPRM.
    We have removed the reference to the Boeing 737 Non-Destructive
Test Manual specified in paragraph (o) of this supplemental NPRM; the
inspection identified in that paragraph may be done using Boeing Alert
Service Bulletin 737-53A1210, Revision 3, dated July 16, 2009.
    We have removed the definition of a ``detailed inspection'' in Note
1 of the previous NPRM (76 FR 12619, March 8, 2011) from this
supplemental NPRM. That definition is provided in Boeing Alert Service
Bulletin 737-53A1210, Revision 3, dated July 16, 2009.
    Due to a typographical error in paragraph (w) of the previous NPRM
(76 FR 12619, March 8, 2011), we have changed the reference in
paragraph (w) of this supplemental NPRM to paragraph (u), instead of
paragraph (p) or (q), respectively.
    We have revised the optional repair method specified in paragraph
(k) of this supplemental NPRM to remove the reference to repairing any
cracking per the applicable structural repair manual (SRM) identified
in Table 1 of the previous NPRM (76 FR 12619, March 8, 2011). Instead,
we have added a statement to paragraph (k) of this supplemental NPRM to
specify that guidance on repairing any cracking can be found in the
applicable SRM identified in paragraphs (k)(1) through (k)(4) of this
supplemental NPRM.

FAA's Determination

    We are proposing this supplemental NPRM because we evaluated all
the relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of the same
type design. Certain changes described above expand the scope of the
previous NPRM (76 FR 12619, March 8, 2011). As a result, we have
determined that it is necessary to reopen the comment period to provide
additional opportunity for the public to comment on this supplemental
NPRM.

Proposed Requirements of the Supplemental NPRM

    This supplemental NPRM would require the actions proposed in the
previous NPRM (76 FR 12619, March 8, 2011). However, this supplemental
NPRM reduces the proposed repetitive inspection intervals and the
compliance time for the inspections of the crown area and other known
areas of fuselage skin cracking in the previous NPRM (76 FR 12619,
March 8, 2011).

Costs of Compliance

    There are about 903 airplanes of U.S. registry affected by AD 2004-
18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004).
    The inspections of the crown area that are required by 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
currently required inspections is $7,990 per airplane, per inspection
cycle.
    The inspections of the lower lobe area that are required by 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 currently required inspections is $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.
    The new proposed inspections would affect about 701 airplanes of
U.S. registry.
    The new proposed inspections would 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
proposed 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 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.
    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),
    (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.

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.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by removing AD 2004-18-06, Amendment
39-13784 (69 FR 54206, September 8, 2004), and adding the following new
AD:

The Boeing Company: Docket No. FAA-2011-0155; Directorate Identifier
2009-NM-141-AD.

(a) Comments Due Date

    We must receive comments by November 26, 2012.

(b) Affected ADs

    (1) This AD supersedes AD 2004-18-06, Amendment 39-13784 (69 FR
54206, September 8, 2004).
    (2) AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12,
2002); and AD 2003-14-06, Amendment 39-13225 (68 FR 42956, July 21,
2003); and AD 2009-21-01, Amendment 39-16038 (74 FR 52395, October
13, 2009); affect this AD.

(c) Applicability

    This AD applies to The Boeing Company Model 737-200, -200C, -
300, -400, and -500 series airplanes, certificated in any category,
as listed 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)(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
revised service information. For all airplanes identified in Boeing
Alert Service Bulletin 737-53A1210, Revision 1, dated October 25,
2001, 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. At the earlier of
the times specified in paragraphs (h)(1) and (h)(2) of this AD, do
the inspection specified in this paragraph, and repeat the
inspection thereafter at intervals not to exceed 4,500 flight cycles
until paragraph (j)(2) or paragraph (k), as applicable, of this AD
has been done. Accomplishing the actions required by paragraph (s)
of this AD ends the requirements in this paragraph.
    (1) Within 9,000 flight cycles after doing the most recent
external detailed inspection.
    (2) Within 4,500 flight cycles after October 13, 2004 (the
effective date of AD 2004-18-06, Amendment 39-13784 (69 FR 54206,
September 8, 2004)), or before the accumulation of 40,000 total
flight cycles, whichever occurs later.

(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
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.

(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. Where Boeing Alert
Service Bulletin 737-53A1210, Revision 1, dated October 25, 2001; or
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.
    (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, Subject 53-30-3,
Figure 48, of Boeing 737-100/-200 SRM D6-15565, Revision 102, dated
September 10, 2010.
    (2) For Model 737-300 series airplanes, Subject 53-00-01, Figure
229, of Boeing 737-300 SRM D6-37635, Revision 92, dated November 10,
2010.
    (3) For Model 737-400 series airplanes, Subject 53-00-01, Figure
231, of Boeing 737-400 SRM, D6-38246, Revision 75, dated November
10, 2010.
    (4) For Model 737-500 series airplanes, Subject 53-00-01, Figure
229, of 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 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, 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, can 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 requirements of paragraph (h) of AD
2004-18-06, Amendment 39-13784 (69 FR 54206, September 8, 2004).
Inspections, repairs, and preventive modifications done before
October 13, 2004 (the effective date of AD 2004-18-06), in
accordance with Boeing Alert Service Bulletin 737-53A1210, dated
December 14, 2000, are acceptable for compliance with the
corresponding actions required by paragraphs (g), (h), (i), (j),
(k), and (l) of this AD.

(o) Retained Exception to Service Bulletin Procedures

    This paragraph restates the requirements 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 the chem-
milled step. 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, 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 in accordance with the Work
Instructions of Boeing Alert Service Bulletin 737-53A1210, Revision
3, dated July 16, 2009.

(p) New Requirements of This AD: 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) New Requirements of This AD: 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 Requirements of This AD: Repetitive External Detailed and Eddy
Current Inspections of the Fuselage Skin Along the Chem-Milled Steps of
the Butt Joints, and Corrective Actions

    For Group 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. Repeat the inspections
thereafter at intervals not to exceed 1,800 flight cycles or 1,800
flight hours, whichever occurs first. 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 or 1,800 flight hours after the
effective date of this AD, whichever occurs first.

(s) New Requirements of This AD: 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 required by
paragraph (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 repetitive
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) In areas of no known cracking where only a detailed
inspection is accomplished: Do the inspection at the later of the
times specified in paragraphs (s)(1)(i) and (s)(1)(ii) of this AD.
    (i) Before the accumulation of 35,000 total flight cycles.
    (ii) 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.
    (2) In areas of known cracking where both a detailed and eddy
current inspection is accomplished: Do the inspection at the latest
of the times specified in paragraphs (s)(2)(i) and (s)(2)(ii) of
this AD.
    (i) Before the accumulation of 35,000 total flight cycles.
    (ii) Within 4,500 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) New Requirements of This AD: 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. 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 paragraph (y) of this AD. Doing the
repair terminates the repetitive inspections specified in this
paragraph for the repaired area only.

(u) New Requirements of This AD: Repetitive External Detailed and Eddy
Current Inspections Along the Chem-Milled Lines of the Fuselage Skin of
the Fuselage 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) 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. 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 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 the
Related Information section of this AD. Information may be emailed
to<EMAIL_ADDRESS>    (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, 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:<PHONE_NUMBER>; fax:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>    (2) 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<PHONE_NUMBER>; Internet https://www.myboeingfleet.com.
    (3) 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<PHONE_NUMBER>.

    Issued in Renton, Washington, on September 28, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-24805 Filed 10-9-12; 8:45 am]
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