Airworthiness Directives; Boeing Model 737-300, -400, and -500 Series Airplanes, 36821-36823 [05-12514]
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Federal Register / Vol. 70, No. 122 / Monday, June 27, 2005 / Rules and Regulations
Service Bulletin A300–11–6001, Revision 01,
dated January 30, 2004; and
(3) For Model A310–203, –204, –221, and
–222 airplanes and Model A310–304, –322,
–324, and –325 airplanes: Airbus Service
Bulletin A310–11–2002, Revision 03, dated
February 4, 2004.
1993; Airbus Service Bulletin A310–11–2002,
Revision 1, dated September 28, 1994; or
Airbus Service Bulletin A310–11–2002,
Revision 2, dated January 27, 1995; as
applicable; are acceptable for compliance
with the requirements of paragraph (g) of this
AD.
Install Safety Signs
(g) Within 36 months after the effective
date of this AD, install safety signs on the
inside and outside of the passenger/crew
doors and emergency exit doors, and on the
outside of the cargo compartment doors, in
accordance with the applicable service
bulletin.
Alternative Methods of Compliance
(AMOCs)
(i) The Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, has the authority to approve AMOCs
for this AD, if requested in accordance with
the procedures found in 14 CFR 39.19.
Credit for Previous Service Bulletins
(h) Actions done before the effective date
of this AD in accordance with Airbus Service
Bulletin A300–11–0027, dated October 27,
1993; Airbus Service Bulletin A300–11–6001,
dated October 27, 1993; Airbus Service
Bulletin A310–11–2002, dated October 27,
Related Information
(j) French airworthiness directive F–2004–
003, dated January 7, 2004, also addresses the
subject of this AD.
Material Incorporated by Reference
(k) You must use the applicable service
information specified in Table 1 of this AD
36821
to perform the actions that are required by
this AD, unless the AD specifies otherwise.
The Director of the Federal Register approves
the incorporation by reference of those
documents in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. To get copies of
the service information, go to Airbus, 1 Rond
Point Maurice Bellonte, 31707 Blagnac
Cedex, France. To view the AD docket, go to
the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh
Street SW., room PL–401, Nassif Building,
Washington, DC. To review copies of the
service information, go the National Archives
and Records Administration (NARA). For
information on the availability of this
material at the NARA, call (202) 741–6030,
or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/
ibr_locations.html.
TABLE 1.—MATERIAL INCORPORATED BY REFERENCE
Revision
level
Airbus Service Bulletin
A300–11–0027 ............................................................................................................................................................
A300–11–6001 ............................................................................................................................................................
A310–11–2002 ............................................................................................................................................................
Issued in Renton, Washington, on June 15,
2005.
Michael J. Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–12512 Filed 6–24–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2004–19533; Directorate
Identifier 2004–NM–31–AD; Amendment 39–
14164; AD 2005–13–27]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–300, –400, and –500 Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 737–300, –400, and –500
series airplanes. This AD requires
repetitive inspections for cracking of the
crown area of the fuselage skin, and
corrective actions if necessary. This AD
is prompted by a Model 737 fuselage
structure test and fatigue analysis that
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16:46 Jun 24, 2005
Jkt 205001
indicate fuselage skin cracking could
occur between 21,000 and 42,000 total
flight cycles. We are issuing this AD to
detect and correct fatigue cracking of the
fuselage skin, which could cause the
fuselage skin to fracture and fail, and
could result in rapid decompression of
the airplane.
This AD becomes effective
August 1, 2005.
The incorporation by reference of a
certain publication listed in the AD is
approved by the Director of the Federal
Register as of August 1, 2005.
DATES:
For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Docket: The AD docket contains the
proposed AD, comments, and any final
disposition. You can examine the AD
docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The
Docket Management Facility office
(telephone (800) 647–5227) is located on
the plaza level of the Nassif Building at
the U.S. Department of Transportation,
400 Seventh Street SW., room PL–401,
Washington, DC. This docket number is
FAA–2004–19533; the directorate
identifier for this docket is 2004–NM–
31–AD.
ADDRESSES:
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01
01
03
Date
Jan. 30, 2004.
Jan. 30, 2004.
Feb. 4, 2004.
Sue
Lucier, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98055–4056; telephone (425) 917–6438;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 with
an AD for certain Boeing Model 737–
300, –400, and –500 series airplanes.
That action, published in the Federal
Register on November 5, 2004 (69 FR
64534), proposed to require repetitive
inspections for cracking of the crown
area of the fuselage skin, and corrective
actions if necessary.
FOR FURTHER INFORMATION CONTACT:
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been submitted on the proposed AD.
Request to Incorporate Revised Repair
and Preventive Modification
Procedures
One commenter, the airplane
manufacturer, requests that the
proposed AD be revised to include the
instructions provided to airplane
operators in Boeing Communication
System Activity 1–VN5QD. This Boeing
Communication revises the repair and
preventive modification procedures in
Boeing Special Attention Service
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36822
Federal Register / Vol. 70, No. 122 / Monday, June 27, 2005 / Rules and Regulations
Bulletin 737–53–1234, dated June 13,
2002 (which is cited as the appropriate
source of service information for the
proposed AD). The revised procedures
reduce the number of fasteners common
to the first fastener row at the tear
straps. The commenter states that the
fastener size and pattern in the tear
straps that are part of the procedures in
the original issue of the service bulletin
will not be consistent with future
structural repair manual (SRM) repairs.
These SRM repairs are currently being
developed for Model 737–300, –400,
and –500 series airplanes, with 20-inch
tear strap spacing. The commenter
explains that the fastener pattern and
size difference in the SRM is being
incorporated in an effort to maximize
the ‘‘fail safety’’ of the repair by
increasing the net area across the tear
strap at the critical rows of the repair.
The commenter points out that the
procedures in the original issue of the
service bulletin are adequate and do not
contain an unsafe repair; however, there
is a potential inconsistency between the
service bulletin and the SRM. The
commenter feels that this inconsistency
would not represent best design
practices given the potential number of
repairs that could be required if a
significant amount of chem-mill
cracking occurs. The commenter further
states that it is planning to revise Boeing
Special Attention Service Bulletin 737–
53–1234 to incorporate the instructions
in Boeing Communication System
Activity 1–VN5QD.
We partially agree with the
commenter. We agree with the request
to incorporate best design practices for
repairs to the fuselage, because
mandating an action with known
obsolete information ultimately requires
additional work for the industry.
However, we disagree with including a
Boeing Communication as part of the
AD, because multiple sources of ADmandated instructions can increase the
potential for misinterpretation and noncompliance. In addition, since the time
the comments were made, the
commenter (the airplane manufacturer)
has revised the repair information in the
service bulletin to include the
information in Boeing Communication
System Activity 1–VN5QD. We have
included this revision of the service
bulletin (Boeing Special Attention
Service Bulletin 737–53–1234, Revision
1, dated March 31, 2005) in the final
rule as the appropriate source of service
information for accomplishing the AD
actions. Revision 1 adds no further work
to the original issue of the service
bulletin, but incorporates the
information in Boeing Communication
System Activity 1–VN5QD. The final
rule mandates the revised service
bulletin. We have also added a new
paragraph (l) to the final rule, which
allows credit for actions done in
accordance with the original issue of the
service bulletin. We have re-identified
subsequent paragraphs accordingly.
Request to Fix Typographical Error
The same commenter requests that we
fix the typographical error
‘‘appropriateaction’’ in paragraph (j) of
the proposed AD.
We have changed paragraph (j) of the
final rule to read ‘‘appropriate action’’
instead of ‘‘appropriateaction.’’
Explanation of Changes Made to This
AD
We have revised paragraph (j) of the
final rule to allow any crack in the
subject area to be repaired according to
data that conform to the airplane’s type
certificate and that are approved by an
Authorized Representative for the
Boeing Delegation Option Authorization
Organization whom we have authorized
to make such findings.
We have revised paragraphs (i)(1),
(i)(2)(i), and (i)(2)(ii) of the final rule to
remove references to the notes in Part 2
and Part 3 of the Work Instructions in
the original issue of the service bulletin.
The notes are no longer in those parts
of Revision 1 of the service bulletin. The
information in the referenced notes is
still required by this AD, but in Revision
1 of the service bulletin this information
has been incorporated into the
procedures of Part 2 and Part 3.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been submitted, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We have determined that these changes
will neither increase the economic
burden on any operator nor increase the
scope of the AD.
Costs of Compliance
There are about 579 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this proposed AD.
ESTIMATED COSTS
Action
Work hours
Average labor
rate per hour
Cost per
airplane, per
inspection
cycle
Number of
U.S.-registered
airplanes
Fleet cost, per
inspection
cycle
Inspections ...........................................................................
94
$65
$6,110
175
$1,069,250
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
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16:46 Jun 24, 2005
Jkt 205001
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
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the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
E:\FR\FM\27JNR1.SGM
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Federal Register / Vol. 70, No. 122 / Monday, June 27, 2005 / Rules and Regulations
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD. See the ADDRESSES section for
a location to examine the regulatory
evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
I
2005–13–27 Boeing: Amendment 39–14164.
Docket No. FAA–2004–19533;
Directorate Identifier 2004–NM–31–AD.
Effective Date
(a) This AD becomes effective August 1,
2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 737–
300, –400, and –500 series airplanes,
certificated in any category; as identified in
Boeing Special Attention Service Bulletin
737–53–1234, Revision 1, dated March 31,
2005.
Unsafe Condition
(d) This AD was prompted by a Model 737
fuselage structure test and fatigue analysis
that indicate fuselage skin cracking could
occur between 21,000 and 42,000 total flight
cycles. We are issuing this AD to detect and
correct fatigue cracking of the fuselage skin,
which could cause the fuselage skin to
fracture and fail, and could result in rapid
decompression of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Service Bulletin References
(f) The term ‘‘service bulletin,’’ as used in
this AD, means Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005.
VerDate jul<14>2003
16:46 Jun 24, 2005
Jkt 205001
36823
Initial and Repetitive Inspections
No Reporting
(g) At the later of the times specified in
paragraphs (g)(1) and (g)(2) of this AD,
perform detailed and eddy current
inspections for cracking of the crown area of
the fuselage skin in accordance with Part 1,
including the ‘‘Note,’’ of the Work
Instructions of the service bulletin, except as
provided by paragraph (j) of this AD.
(1) Before the accumulation of the
applicable total flight cycles specified in the
‘‘Threshold’’ column of Table 1 of Figure 1
of the service bulletin.
(2) Within 4,500 flight cycles after the
effective date of this AD.
(h) Repeat either the detailed or eddy
current inspections specified in paragraph (g)
of this AD at the applicable intervals
specified in paragraph (h)(1) or (h)(2) of this
AD until paragraph (i)(1) or (i)(2) of this AD
has been done, as applicable.
(1) Repeat the detailed inspections
thereafter at intervals not to exceed 1,200
flight cycles.
(2) Repeat the eddy current inspections
thereafter at intervals not to exceed 3,000
flight cycles.
(k) Although the service bulletin specifies
reporting certain information to Boeing, this
AD does not require that action.
Permanent or Time-Limited Repair
(i) If any cracking is found during any
inspection required by paragraph (g) or (h) of
this AD, do the actions specified in
paragraph (i)(1) or (i)(2) of this AD in
accordance with the service bulletin, except
as provided by paragraphs (j) and (k) of this
AD.
(1) Before further flight, do a permanent
repair (including related investigative actions
and applicable corrective actions) in
accordance with Part 2 of the Work
Instructions of the service bulletin. Doing a
permanent repair ends the repetitive
inspections required by paragraph (h) of this
AD for the repaired area only.
(2) Do the actions specified in paragraphs
(i)(2)(i) and (i)(2)(ii) of this AD at the time
specified in the applicable paragraph. Doing
a time-limited repair ends the repetitive
inspections required by paragraph (h) of this
AD for the repaired area only.
(i) Before further flight, do a time-limited
repair (including related investigative actions
and applicable corrective actions) in
accordance with Part 3 of the Work
Instructions of the service bulletin.
(ii) At the times specified in Figure 8 of the
service bulletin, do the related investigative
and corrective actions in accordance with
Part 3 of the Work Instructions of the service
bulletin.
Actions Accomplished According to
Previous Issue of Service Bulletin
(l) Actions done before the effective date of
this AD in accordance with Boeing Special
Attention Service Bulletin 737–53–1234,
dated June 13, 2002, are acceptable for
compliance with the corresponding actions
required by this AD.
Alternative Methods of Compliance
(AMOCs)
(m) 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.
Material Incorporated by Reference
(n) You must use Boeing Special Attention
Service Bulletin 737–53–1234, Revision 1,
dated March 31, 2005, to perform the actions
that are required by this AD, unless the AD
specifies otherwise. The Director of the
Federal Register approves the incorporation
by reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51. To
get copies of the service information, contact
Boeing Commercial Airplanes, P.O. Box
3707, Seattle, Washington 98124–2207. To
view the AD docket, go to the Docket
Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW.,
room PL–401, Nassif Building, Washington,
DC. To review copies of the service
information, go to the National Archives and
Records Administration (NARA). For
information on the availability of this
material at the NARA, call (202) 741–6030,
or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on June 15,
2005.
Kevin M. Mullin,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–12514 Filed 6–24–05; 8:45 am]
BILLING CODE 4910–13–P
Contact the FAA
(j) Where the service bulletin specifies to
contact Boeing for appropriate action: Before
further flight, repair according to a method
approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or according
to data meeting the certification basis of the
airplane approved by an Authorized
Representative for the Boeing Delegation
Option Authorization Organization who has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the approval must
specifically reference this AD.
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]]>Agencies
[Federal Register Volume 70, Number 122 (Monday, June 27, 2005)]
[Rules and Regulations]
[Pages 36821-36823]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-12514]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19533; Directorate Identifier 2004-NM-31-AD;
Amendment 39-14164; AD 2005-13-27]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-300, -400, and -500
Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 737-300, -400, and -500 series airplanes. This AD
requires repetitive inspections for cracking of the crown area of the
fuselage skin, and corrective actions if necessary. This AD is prompted
by a Model 737 fuselage structure test and fatigue analysis that
indicate fuselage skin cracking could occur between 21,000 and 42,000
total flight cycles. We are issuing this AD to detect and correct
fatigue cracking of the fuselage skin, which could cause the fuselage
skin to fracture and fail, and could result in rapid decompression of
the airplane.
DATES: This AD becomes effective August 1, 2005.
The incorporation by reference of a certain publication listed in
the AD is approved by the Director of the Federal Register as of August
1, 2005.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Docket: The AD docket contains the proposed AD, comments, and any
final disposition. You can examine the AD docket on the Internet at
https://dms.dot.gov, or in person at the Docket Management Facility
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Washington, DC. This docket number is FAA-2004-19533; the directorate
identifier for this docket is 2004-NM-31-AD.
FOR FURTHER INFORMATION CONTACT: Sue Lucier, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6438; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39
with an AD for certain Boeing Model 737-300, -400, and -500 series
airplanes. That action, published in the Federal Register on November
5, 2004 (69 FR 64534), proposed to require repetitive inspections for
cracking of the crown area of the fuselage skin, and corrective actions
if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
submitted on the proposed AD.
Request to Incorporate Revised Repair and Preventive Modification
Procedures
One commenter, the airplane manufacturer, requests that the
proposed AD be revised to include the instructions provided to airplane
operators in Boeing Communication System Activity 1-VN5QD. This Boeing
Communication revises the repair and preventive modification procedures
in Boeing Special Attention Service
[[Page 36822]]
Bulletin 737-53-1234, dated June 13, 2002 (which is cited as the
appropriate source of service information for the proposed AD). The
revised procedures reduce the number of fasteners common to the first
fastener row at the tear straps. The commenter states that the fastener
size and pattern in the tear straps that are part of the procedures in
the original issue of the service bulletin will not be consistent with
future structural repair manual (SRM) repairs. These SRM repairs are
currently being developed for Model 737-300, -400, and -500 series
airplanes, with 20-inch tear strap spacing. The commenter explains that
the fastener pattern and size difference in the SRM is being
incorporated in an effort to maximize the ``fail safety'' of the repair
by increasing the net area across the tear strap at the critical rows
of the repair. The commenter points out that the procedures in the
original issue of the service bulletin are adequate and do not contain
an unsafe repair; however, there is a potential inconsistency between
the service bulletin and the SRM. The commenter feels that this
inconsistency would not represent best design practices given the
potential number of repairs that could be required if a significant
amount of chem-mill cracking occurs. The commenter further states that
it is planning to revise Boeing Special Attention Service Bulletin 737-
53-1234 to incorporate the instructions in Boeing Communication System
Activity 1-VN5QD.
We partially agree with the commenter. We agree with the request to
incorporate best design practices for repairs to the fuselage, because
mandating an action with known obsolete information ultimately requires
additional work for the industry. However, we disagree with including a
Boeing Communication as part of the AD, because multiple sources of AD-
mandated instructions can increase the potential for misinterpretation
and non-compliance. In addition, since the time the comments were made,
the commenter (the airplane manufacturer) has revised the repair
information in the service bulletin to include the information in
Boeing Communication System Activity 1-VN5QD. We have included this
revision of the service bulletin (Boeing Special Attention Service
Bulletin 737-53-1234, Revision 1, dated March 31, 2005) in the final
rule as the appropriate source of service information for accomplishing
the AD actions. Revision 1 adds no further work to the original issue
of the service bulletin, but incorporates the information in Boeing
Communication System Activity 1-VN5QD. The final rule mandates the
revised service bulletin. We have also added a new paragraph (l) to the
final rule, which allows credit for actions done in accordance with the
original issue of the service bulletin. We have re-identified
subsequent paragraphs accordingly.
Request to Fix Typographical Error
The same commenter requests that we fix the typographical error
``appropriateaction'' in paragraph (j) of the proposed AD.
We have changed paragraph (j) of the final rule to read
``appropriate action'' instead of ``appropriateaction.''
Explanation of Changes Made to This AD
We have revised paragraph (j) of the final rule to allow any crack
in the subject area to be repaired according to data that conform to
the airplane's type certificate and that are approved by an Authorized
Representative for the Boeing Delegation Option Authorization
Organization whom we have authorized to make such findings.
We have revised paragraphs (i)(1), (i)(2)(i), and (i)(2)(ii) of the
final rule to remove references to the notes in Part 2 and Part 3 of
the Work Instructions in the original issue of the service bulletin.
The notes are no longer in those parts of Revision 1 of the service
bulletin. The information in the referenced notes is still required by
this AD, but in Revision 1 of the service bulletin this information has
been incorporated into the procedures of Part 2 and Part 3.
Conclusion
We have carefully reviewed the available data, including the
comments that have been submitted, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 579 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Cost per
Average labor airplane, per Number of U.S.- Fleet cost, per
Action Work hours rate per hour inspection registered inspection
cycle airplanes cycle
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspections........................................................ 94 $65 $6,110 175 $1,069,250
--------------------------------------------------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
subtitle VII, part A, subpart III, section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities
[[Page 36823]]
under the criteria of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD. See the ADDRESSES section for a location to
examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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 adding the following new airworthiness
directive (AD):
2005-13-27 Boeing: Amendment 39-14164. Docket No. FAA-2004-19533;
Directorate Identifier 2004-NM-31-AD.
Effective Date
(a) This AD becomes effective August 1, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 737-300, -400, and -500
series airplanes, certificated in any category; as identified in
Boeing Special Attention Service Bulletin 737-53-1234, Revision 1,
dated March 31, 2005.
Unsafe Condition
(d) This AD was prompted by a Model 737 fuselage structure test
and fatigue analysis that indicate fuselage skin cracking could
occur between 21,000 and 42,000 total flight cycles. We are issuing
this AD to detect and correct fatigue cracking of the fuselage skin,
which could cause the fuselage skin to fracture and fail, and could
result in rapid decompression of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Service Bulletin References
(f) The term ``service bulletin,'' as used in this AD, means
Boeing Special Attention Service Bulletin 737-53-1234, Revision 1,
dated March 31, 2005.
Initial and Repetitive Inspections
(g) At the later of the times specified in paragraphs (g)(1) and
(g)(2) of this AD, perform detailed and eddy current inspections for
cracking of the crown area of the fuselage skin in accordance with
Part 1, including the ``Note,'' of the Work Instructions of the
service bulletin, except as provided by paragraph (j) of this AD.
(1) Before the accumulation of the applicable total flight
cycles specified in the ``Threshold'' column of Table 1 of Figure 1
of the service bulletin.
(2) Within 4,500 flight cycles after the effective date of this
AD.
(h) Repeat either the detailed or eddy current inspections
specified in paragraph (g) of this AD at the applicable intervals
specified in paragraph (h)(1) or (h)(2) of this AD until paragraph
(i)(1) or (i)(2) of this AD has been done, as applicable.
(1) Repeat the detailed inspections thereafter at intervals not
to exceed 1,200 flight cycles.
(2) Repeat the eddy current inspections thereafter at intervals
not to exceed 3,000 flight cycles.
Permanent or Time-Limited Repair
(i) If any cracking is found during any inspection required by
paragraph (g) or (h) of this AD, do the actions specified in
paragraph (i)(1) or (i)(2) of this AD in accordance with the service
bulletin, except as provided by paragraphs (j) and (k) of this AD.
(1) Before further flight, do a permanent repair (including
related investigative actions and applicable corrective actions) in
accordance with Part 2 of the Work Instructions of the service
bulletin. Doing a permanent repair ends the repetitive inspections
required by paragraph (h) of this AD for the repaired area only.
(2) Do the actions specified in paragraphs (i)(2)(i) and
(i)(2)(ii) of this AD at the time specified in the applicable
paragraph. Doing a time-limited repair ends the repetitive
inspections required by paragraph (h) of this AD for the repaired
area only.
(i) Before further flight, do a time-limited repair (including
related investigative actions and applicable corrective actions) in
accordance with Part 3 of the Work Instructions of the service
bulletin.
(ii) At the times specified in Figure 8 of the service bulletin,
do the related investigative and corrective actions in accordance
with Part 3 of the Work Instructions of the service bulletin.
Contact the FAA
(j) Where the service bulletin specifies to contact Boeing for
appropriate action: Before further flight, repair according to a
method approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA; or according to data meeting the certification
basis of the airplane approved by an Authorized Representative for
the Boeing Delegation Option Authorization Organization who has been
authorized by the Manager, Seattle ACO, to make those findings. For
a repair method to be approved, the approval must specifically
reference this AD.
No Reporting
(k) Although the service bulletin specifies reporting certain
information to Boeing, this AD does not require that action.
Actions Accomplished According to Previous Issue of Service Bulletin
(l) Actions done before the effective date of this AD in
accordance with Boeing Special Attention Service Bulletin 737-53-
1234, dated June 13, 2002, are acceptable for compliance with the
corresponding actions required by this AD.
Alternative Methods of Compliance (AMOCs)
(m) 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.
Material Incorporated by Reference
(n) You must use Boeing Special Attention Service Bulletin 737-
53-1234, Revision 1, dated March 31, 2005, to perform the actions
that are required by this AD, unless the AD specifies otherwise. The
Director of the Federal Register approves the incorporation by
reference of this document in accordance with 5 U.S.C. 552(a) and 1
CFR part 51. To get copies of the service information, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington
98124-2207. To view the AD docket, go to the Docket Management
Facility, U.S. Department of Transportation, 400 Seventh Street SW.,
room PL-401, Nassif Building, Washington, DC. To review copies of
the service information, go to the National Archives and Records
Administration (NARA). For information on the availability of this
material at the NARA, call (202) 741-6030, or go to https://
www.archives.gov/federal_register/code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on June 15, 2005.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-12514 Filed 6-24-05; 8:45 am]
BILLING CODE 4910-13-P
