Airworthiness Directives; Boeing Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 56351-56355 [05-18911]
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Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations
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
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
Effective Date
(a) This AD becomes effective November 1,
2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Boeing Model
707–100 long body, –200, –100B long body,
and –100B short body series airplanes; Model
707–300, –300B, –300C, and –400 series
airplanes; and Model 720 and 720B series
airplanes; certificated in any category.
Unsafe Condition
(d) This AD results from fuel system
reviews conducted by the manufacturer. We
are issuing this AD to prevent dry operation
of the fuel pumps in the center fuel tank,
which could result in high temperatures or
sparks inside the fuel tank, ignition of fuel
vapors, and consequent fire or explosion. We
are also issuing this AD to prohibit the
resetting of a tripped circuit breaker for a fuel
pump in any tank, which could allow an
electrical fault to override the protective
features of the circuit breaker, and result in
sparks inside the fuel tank, ignition of fuel
vapors, and consequent fire or explosion.
(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.
Airplane Flight Manual (AFM) Revisions
(f) Within 30 days after the effective date
of this AD: Revise the Limitations section of
the Boeing 707 AFM to include the following
information. This may be done by inserting
a copy of this AD into the AFM. Thereafter,
operate the airplane in accordance with the
limitations specified in these AFM revisions.
‘‘Fuel Pumps
For ground and flight operations, a fuel
pump circuit breaker which has tripped must
not be reset.
Adoption of the Amendment
Center Tank Fuel Pumps
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2005–20–02 Boeing: Amendment 39–14295.
Docket No. FAA–2005–20785;
Directorate Identifier 2005–M–002–AD.
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14:40 Sep 26, 2005
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Center tank fuel pumps must be ‘OFF’
unless personnel are available in the flight
deck to monitor low pressure lights.
Each center tank fuel pump switch must be
positioned to ‘OFF’ without delay when the
respective center tank fuel pump low
pressure light illuminates.’’
Note 1: When information identical to that
in paragraph (f) of this AD has been included
in the general revision of the AFM, the
general revision may be inserted into the
AFM, and the copy of this AD may be
removed from the AFM.
Actions Accomplished Previously
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
Alternative Methods of Compliance
(AMOCs)
(h)(1) The Manager, Seattle Aircraft
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested in
accordance with the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in
accordance with 14 CFR 39.19 on any
airplane to which the AMOC applies, notify
the appropriate principal inspector in the
FAA Flight Standards Certificate Holding
District Office.
(3) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Material Incorporated by Reference
(i) None.
Issued in Renton, Washington, on
September 16, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–19140 Filed 9–26–05; 8:45 am]
BILLING CODE 4910–13–P
Compliance
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
I
56351
(g) Incorporation of the information in
Approval Reference Number 045151 of the
Boeing Model 707 Airplane Flight Manual
before the effective date of this AD is
considered acceptable for compliance with
the corresponding action specified in this
AD.
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20627; Directorate
Identifier 2004–NM–39–AD; Amendment 39–
14290; AD 2005–19–25]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–100, –200, –200C, –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 737–100, –200, –200C,
–300, –400, and –500 series airplanes.
This AD requires repetitive eddy current
inspections for cracks of the
countersunk rivet holes in the lower
lobe, adjacent to the radio altimeter
cutouts; additional inspections, for
certain airplanes, for cracks and/or
corrosion; and further investigative and
corrective action if any crack is found.
This AD also provides an optional
terminating action for the repetitive
inspections. This AD results from
reports of cracks in the fuselage skin of
the lower lobe. We are issuing this AD
to detect and correct fatigue cracks of
the countersunk rivet holes, which
could result in cracks of the fuselage
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Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations
skin of the lower lobe, and consequent
rapid depressurization of the cabin.
DATES: This AD becomes effective
November 1, 2005.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of November 1, 2005.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., Nassif Building, room PL–401,
Washington, DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this 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:
Examining the Docket
You may 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 street
address stated in the ADDRESSES section.
This docket number is FAA–2005–
20627; the directorate identifier for this
docket is 2004–NM–39–AD.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to certain Boeing Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes. That NPRM was
published in the Federal Register on
March 17, 2005 (70 FR 12982). That
NPRM proposed to require repetitive
eddy current inspections for cracks of
the countersunk rivet holes in the lower
lobe, adjacent to the radio altimeter
cutouts; additional inspections, for
certain airplanes, for cracks and/or
corrosion; and further investigative and
corrective action if any crack is found.
That NPRM also proposed to provide an
optional terminating action for the
repetitive inspections.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
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14:40 Sep 26, 2005
Jkt 205001
considered the comments that have
been received on the NPRM.
Request to Clarify Wording in
Paragraph (i)
Request to Add Note to Provide
Inspection Deviations for Existing
Repairs
Two commenters request that we
reword paragraph (i) of the NPRM to
make the requirements more clear. One
commenter states that the conditions
listed in paragraph (i) do not clearly
state that all three conditions need to be
met. The other commenter states that,
with the current wording in paragraph
(i), it is unclear if the inspections in
Table 1 are required if one or both of the
following conditions occur: A crack at
BS 390, and an external doubler not
installed. The commenter then suggests
that paragraph (i) of the NPRM be
revised as follows: ‘‘For any airplane in
Group 1, 2, 3, 4, or 5 of the special
attention service bulletin, before or at
the same time as the repair in paragraph
(h) of this AD, inspect in accordance
with Table 1 of this AD if one of the
following conditions exist: (1) A skin
crack at the cutout at BS 390 was found
during any inspection including
inspections required by paragraphs (g),
(h), or (j) of this AD, or (2) an external
repair doubler installed in accordance
with Boeing Service Bulletin 737–53–
1117, Revision 1, dated April 6, 1989,
has not previously been installed.’’
We partially agree. We agree that
there is confusion in the interpretation
of the requirements. The confusion is
because the repair doubler installed in
accordance with Boeing Service Bulletin
737–53–1117, which is not mandated by
this final rule, is on an adjacent piece
of fuselage skin, and extends into the
area addressed by the NPRM. Boeing
Special Attention Service Bulletin 737–
53–1230 does not clearly address this
additional configuration, so we agree
that we should provide further
clarification in the final rule so that
operators have adequate instructions for
compliance. We disagree with the exact
wording change that the commenter
proposes because all of the conditions
must exist to perform the additional
inspections addressed by paragraph (i).
We have revised paragraph (i) of the
final rule to provide the necessary
clarification. This revision made it
necessary to add new paragraphs (i)(1)
and (i)(2) to the final rule. We have relettered the subsequent paragraphs
accordingly.
One commenter, an airplane operator,
states that paragraph (g) of the NPRM
does not address inspection deviations
for airplanes that already have the repair
doubler installed in accordance with
Boeing Service Bulletin 737–53–1117.
The commenter observes that, as the
paragraph is currently worded,
operators of these airplanes would be
required to do an eddy current
inspection in accordance with Part I of
Boeing Special Attention Service
Bulletin 737–53–1230, dated June 13,
2002. The commenter points out that
operators of these airplanes would be
forced to remove the doubler in order to
do the eddy current inspection. The
commenter notes that the section of the
NPRM titled ‘‘Relevant Service
Information’’ describes what to do for
existing repairs, and states that this
section matches Part II, Item 3, Note (a)
of Boeing Special Attention Service
Bulletin 737–53–1230. The commenter
proposes that a similar note be added to
paragraph (g) of the NPRM to provide
inspection deviations for existing
repairs.
We partially agree with the
commenter. We agree that paragraph (g)
of the NPRM is unclear with regard to
the inspection options for the body
station (BS) 390 cutout that has been
previously modified in accordance with
Boeing Service Bulletin 737–53–1117,
Revision 1, dated April 6, 1989. If an
operator has removed the doubler for
other reasons, the current description in
paragraph (g) of the NPRM would be
sufficient; however, it would be
beneficial to operators if the final rule
provided optional inspections that
could be performed without removing
the doubler. We disagree with using the
exact wording of Part II, Item 3, Note (a)
of Boeing Special Attention Service
Bulletin 737–53–1230, dated June 13,
2002. The instructions in that note
describe specific actions affiliated with
the preventive modification. The
preventive modification, which
includes inspection, can be
accomplished in lieu of the initial
inspection and will terminate ongoing
inspections for that cutout only.
However, we have revised paragraph (g)
of the final rule to address inspection
deviations for airplanes that already
have the repair doubler.
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Request to Add Requirement to ‘‘PreForm’’ the External Doubler
One commenter, the manufacturer,
suggests that we add a requirement to
‘‘pre-form’’ the external doubler to the
contour of the airplane prior to
installation. The commenter states the
repair and modification instruction in
Boeing Service Bulletin 737–53–1117 do
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Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations
not specify a requirement to contour the
repair or modification doublers. These
doublers are 0.1 inch or 0.08 inch thick
respectively, which may create some
pull-up pre-stresses in the skin during
installation unless they are pre-formed.
The commenter points out that the skin
in this area is 0.063 inch thick, so the
concern for pre-stress is minimal.
However, in the interest of time, in lieu
of issuing a revision to the service
bulletin to address the pre-form issue,
the commenter suggests that we add this
requirement to the final rule. The
commenter states that there have not
been any reports of cracks or other
discrepancies in service from these
doublers.
We disagree with the commenter.
This rule addresses issues associated
with safety related cracking that are not
addressed by other mandated programs.
The commenter states that this lack of
‘‘pre-forming’’ information has not lead
to safety related cracking. Therefore, we
conclude that this ‘‘pre-forming’’
requirement can be categorized as a
product improvement to the existing
service bulletin. This information is best
included in the next revision of the
service bulletin, and subsequently
proposed as an alternative method of
compliance. In addition, the repair/
modification done in accordance with
Boeing Service Bulletin 737–53–1117,
Revision 1, dated April 6, 1989, is
subject to the Repair Assessment
Program operational rule, and would
receive inspections to detect any safety
related cracking caused by lack of preforming. We have not changed the final
rule in this regard.
Request To Clarify Inspection
Requirements in Paragraph (h)
One commenter states that the
reference in paragraph (i) of the NPRM
to inspection requirements in paragraph
(h) of the NPRM is incorrect because
paragraph (h) provides for a repair, not
an inspection instruction.
We disagree with the commenter.
Paragraph (h) states, in part: ‘‘* * *’’
repair the area by doing all applicable
corrective and further investigative
actions ‘‘* * *.’’ The further
investigative actions are inspections that
are done as part of the repair. We have
not changed the final rule in this regard.
Request To Clarify ‘‘Relevant Service
Information’’
One commenter requests that we
clarify the ‘‘Relevant Service
Information’’ section of the NPRM. The
commenter states that the sentence that
says, ‘‘for these airplanes, the preventive
modification is removing the ten
fasteners.* * *’’ does not indicate
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14:40 Sep 26, 2005
Jkt 205001
clearly that the preventive modification
is at BS 390. The commenter suggests
that we add a reference to BS 390 to that
sentence.
We agree with the commenter that
clarifying the sentence would be
helpful. However, since that section of
the preamble does not reappear in the
final rule, no change to the final rule is
necessary.
Request To Fix Typographical Error
One commenter requests that we
correct the spelling of the word ‘‘either’’
in the heading in Table 1 of the NPRM.
We agree with the commenter.
However, this typographical error
appeared only in the version of the
NPRM that appeared in the Regulatory
Guidance Library. The Federal Register
version, which is the official version of
the NPRM, has the word ‘‘either’’
spelled correctly.
Explanation of Further Changes Made
To Clarify Requirements for Airplanes
Modified in Accordance With Boeing
Service Bulletin 737–53–1117
Several commenters, noted above,
were concerned about issues related to
airplanes that have been previously
modified in accordance with Boeing
Service Bulletin 737–53–1117. In light
of these several concerns, we conducted
a further review of Boeing Special
Attention Service Bulletin 737–53–
1230, dated June 13, 2002, which is the
source of service information for this
AD, and which also addresses,
peripherally, airplanes modified in
accordance with Boeing Service Bulletin
737–53–1117. The goal of our review
was to determine if adequate
instructions exist in Boeing Special
Attention Service Bulletin 737–53–1230
for these airplanes, and, if we
determined that the instructions were
inadequate, to revise the final rule to
include additional clarifying language
for operators of these airplanes. We have
concluded that additional clarifying
language is necessary. The additional
clarifying language does not increase the
scope of work that was previously
described in the NPRM, however it does
allow relieving options for affected
operators. The three clarifications
included in the final rule are described
below.
1. We have clarified the inspection
options for the BS 390 cutout in
paragraph (g) of the final rule, as noted
above in ‘‘Request to Add Note to
Provide Inspection Deviations for
Existing Repairs.’’
2. We have clarified paragraph (h) of
the final rule to include instructions for
repairs at BS 390 ‘‘with doubler
installed.’’ Airplanes in this
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56353
configuration are not addressed in
Boeing Special Attention Service
Bulletin 737–53–1230, dated June 13,
2002, Table C, Part III—Repair.
Therefore, paragraph (h), though
adequate in the NPRM, has been revised
in the final rule to specifically require
repair of these airplanes 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.
3. We have clarified paragraph (l) of
the final rule (paragraph (j) of the
NPRM) to specify that the inspection of
the fastener hole countersink in
accordance with Figure 2 of Boeing
Special Attention Service Bulletin 737–
53–1230, dated June 13, 2002, is not
required for modified airplanes. This
inspection is part of the preventive
modification procedures in the service
bulletin. This area is not accessible
when the external doubler is installed in
accordance with Boeing Service Bulletin
737–53–1117. It is not our intent to
require operators to remove this
doubler; therefore the countersink
inspection is not required for these
airplanes in the final rule.
Explanation of Additional Changes
Made to This AD
We have simplified paragraph (h) and
paragraph (k) of this AD (paragraph
(i)(2) of the NPRM) by referring to the
‘‘Alternative Methods of Compliance
(AMOCs)’’ paragraph of this AD for
repair methods.
We have also revised the ‘‘Alternative
Methods of Compliance (AMOCs)’’
paragraph in this AD to clarify the
delegation authority for Authorized
Representatives for the Boeing
Commercial Airplanes Delegation
Option Authorization.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been received, 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
This AD affects about 3,132 airplanes
worldwide. The following table
provides the estimated costs for U.S.
operators to comply with this AD.
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Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations
ESTIMATED COSTS
Average
labor rate
per hour
Work
hours
Action
Inspection ...............................................
3
$65
No parts required ...
Authority for This Rulemaking
Adoption of the Amendment
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.
I
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
2005–19–25 Boeing: Amendment 39–14290.
Docket No. FAA–2005–20627;
Directorate Identifier 2004–NM–39–AD.
Effective Date
(a) This AD becomes effective November 1,
2005.
Regulatory Findings
Affected ADs
(b) None.
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
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
Applicability
(c) This AD applies to Boeing Model 737–
100, –200, –200C, –300, –400, and –500
series airplanes, certificated in any category;
as identified in Boeing Special Attention
Service Bulletin 737–53–1230, dated June 13,
2002.
List of Subjects in 14 CFR Part 39
Repetitive Inspections
(g) Before the airplane accumulates 20,000
total flight cycles, or within 4,500 flight
cycles after the effective date of this AD,
whichever occurs later: Do the inspection in
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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14:40 Sep 26, 2005
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Unsafe Condition
(d) This AD was prompted by reports of
cracks in the lower lobe fuselage skin of the
affected airplanes. We are issuing this AD to
detect and correct fatigue cracks of the
countersunk rivet holes, which could result
in cracks of the fuselage skin of the lower
lobe, and consequent rapid depressurization
of the cabin.
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 Reference
(f) The term ‘‘special attention service
bulletin,’’ as used in this AD, means the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–53–
1230, dated June 13, 2002.
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Number of
U.S.-registered
airplanes
Cost per
airplane
Parts
$195
1,004
Fleet cost
$195,780
paragraph (g)(1) of this AD; or, for airplanes
with an external repair doubler installed at
body station (BS) 390, do the inspection in
paragraph (g)(2) of this AD in lieu of the
inspection in paragraph (g)(1) of this AD for
BS 390 only; inspections at all other body
stations must be done in accordance with
paragraph (g)(1) of this AD. Repeat the
applicable inspection thereafter at intervals
not to exceed 4,500 flight cycles.
(1) Do an eddy current inspection for
cracks of the surface area around the satellite
holes of the radio altimeter cutouts between
BS 390 and BS 450. Do the inspection with
the fasteners installed in accordance with the
special attention service bulletin.
(2) For airplanes that have an external
repair doubler installed at BS 390 only, in
accordance with Boeing Service Bulletin
737–53–1117, Revision 1, dated April 6,
1989, do an eddy current inspection of the
external doubler for cracks around the
satellite holes of the radio altimeter cutout;
and do an eddy current inspection for cracks
of the fuselage skin along the aft edge of the
doubler from S–28L to S–28R. Do the
inspections with the fasteners installed in
accordance with the procedures in Figure 1
of the special attention service bulletin.
Repair
(h) If any crack is found during any eddy
current inspection required by this AD:
Before further flight, repair the area by doing
all applicable corrective and further
investigative actions in accordance with the
special attention service bulletin.
Accomplishment of the repair terminates the
repetitive inspection requirements of
paragraph (g) of this AD for the repaired area.
Where the special attention service bulletin
specifies to contact Boeing for appropriate
action; for instructions about how to repair
certain conditions, including repairs at BS
390 ‘‘with doubler installed’’; or where lack
of specific repair instructions exist: Before
further flight, repair using a method
approved in accordance with paragraph (m)
of this AD.
Additional Inspection and Repair for
Certain Airplanes
(i) For any airplane in Group 1, 2, 3, 4, or
5 of the special attention service bulletin:
Before or at the same time as the actions in
paragraph (h) of this AD, inspect in
accordance with Table 1 of this AD if both
conditions in paragraphs (i)(1) and (i)(2) of
this AD exist.
(1) A skin crack at the cutout at BS 390 was
found during any inspection, including the
inspections required by paragraphs (g), (h),
and (j) of this AD.
(2) An external repair doubler has not been
previously installed in accordance with
Boeing Service Bulletin 737–53–1117,
Revision 1, dated April 6, 1989.
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56355
TABLE 1.—SERVICE INFORMATION
Inspect in accordance with either—
The Accomplishment Instructions of Boeing Service Bulletin 737–53–
1117, Revision 1, dated April 6, 1989—
Figure 17 of the special attention service bulletin—
A detailed inspection for cracks in the fuselage lower skin in the area
of the electronics bay cooling duct cutout.
An eddy current inspection for cracks of the exhaust port duct cutout
edge and the 6 fastener locations;
An eddy current and open-hole probe inspection for cracks of the satellite holes; and
A general visual inspection for corrosion of the area under the repair.
Corrective Actions
(j) If any crack at the equipment cooling
duct cutout is found that is less than 3 inches
in length during the inspection required by
paragraph (i) of this AD: Before further flight,
stop-drill the crack or cracks and install an
external repair doubler in accordance with
the Accomplishment Instructions of Boeing
Service Bulletin 737–53–1117, Revision 1,
dated April 6, 1989; or repair in accordance
with Part III of the special attention service
bulletin. If the special attention service
bulletin specifies to contact Boeing for
appropriate Action: Before further flight,
repair using a method approved in
accordance with paragraph (m) of this AD.
Accomplishment of the repair terminates the
repetitive inspection requirements of
paragraph (g) of this AD for the repaired area.
(k) If any corrosion is found, or if any crack
is found that is 3 inches in length or greater
during the inspection required by paragraph
(i) of this AD: Before further flight, repair
using a method approved in accordance with
paragraph (m) of this AD.
Note 1: For the purposes of this AD, a
general visual inspection is: ‘‘A visual
examination of an interior or exterior area,
installation, or assembly to detect obvious
damage, failure, or irregularity. This level of
inspection is made from within touching
distance unless otherwise specified. A mirror
may be necessary to ensure visual access to
all surfaces in the inspection area. This level
of inspection is made under normally
available lighting conditions such as
daylight, hangar lighting, flashlight, or
droplight and may require removal or
opening of access panels or doors. Stands,
ladders, or platforms may be required to gain
proximity to the area being checked.’’
Note 2: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
Optional Terminating Action
(l) Installing preventive modification
doublers in accordance with the special
attention service bulletin, including the
additional eddy current inspection with the
fasteners removed (with no crack finding),
terminates the repetitive inspection
requirements of paragraph (g) of this AD.
VerDate Aug<31>2005
14:40 Sep 26, 2005
Jkt 205001
Where Figure 2 of the special attention
service bulletin specifies to ‘‘eddy current
countersink inspect and open hole probe
inspect the 16 satellite holes,’’ and the
airplane has an external repair doubler
installed in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–53–1117, Revision 1,
dated April 6, 1989; that inspection is not
required by this AD. If any crack is found
during the eddy current inspection specified
by this paragraph: Before further flight,
discontinue the preventive modification and
do the applicable actions in paragraph (h) of
this AD.
Alternative Methods of Compliance
(m)(1) In accordance with 14 CFR 39.19,
the Manager, Seattle Aircraft Certification
Office (ACO), is authorized to approve
alternative methods of compliance (AMOCs)
for this AD.
(2) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings.
(3) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Material Incorporated by Reference
(n) You must use Boeing Service Bulletin
737–53–1117, Revision 1, dated April 6,
1989; and Boeing Special Attention Service
Bulletin 737–53–1230, dated June 13, 2002;
as applicable, to perform the actions that are
required by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approved the incorporation by
reference of these documents in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207,
for a copy of this service information. You
may review copies at the Docket Management
Facility, U.S. Department of Transportation,
400 Seventh Street SW., room PL–401, Nassif
Building, Washington, DC; on the Internet at
https://dms.dot.gov; or at 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.
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
Issued in Renton, Washington, on
September 15, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–18911 Filed 9–26–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20850; Directorate
Identifier 2005–NE–05–AD; Amendment 39–
14297; AD 2005–20–04]
RIN 2120–AA64
Airworthiness Directives; Teledyne
Continental Motors GTSIO–520 Series
Reciprocating Engines
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for
Teledyne Continental Motors (TCM)
GTSIO–520 series reciprocating engines.
This AD requires initial and repetitive
visual inspections of the starter adapter
assembly and crankshaft gear. This AD
also requires unscheduled visual
inspections of the starter adapter
assembly and crankshaft gear due to a
rough-running engine. This AD also
requires replacement of the starter
adapter shaft gear needle bearing with a
certain bushing. Also, this AD requires
installation of a certain TCM service kit
at the next engine overhaul, or at the
next starter adapter replacement,
whichever occurs first. This AD results
from six service difficulty reports and
one fatal accident report received
related to failed starter adapter
assemblies. We are issuing this AD to
prevent failure of the starter adapter
assembly and or crankshaft gear,
resulting in failure of the engine and
possible forced landing.
DATES: This AD becomes effective
November 1, 2005. The Director of the
E:\FR\FM\27SER1.SGM
27SER1
]]>Agencies
[Federal Register Volume 70, Number 186 (Tuesday, September 27, 2005)]
[Rules and Regulations]
[Pages 56351-56355]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-18911]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20627; Directorate Identifier 2004-NM-39-AD;
Amendment 39-14290; AD 2005-19-25]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-100, -200, -200C, -
300, -400, and -500 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series
airplanes. This AD requires repetitive eddy current inspections for
cracks of the countersunk rivet holes in the lower lobe, adjacent to
the radio altimeter cutouts; additional inspections, for certain
airplanes, for cracks and/or corrosion; and further investigative and
corrective action if any crack is found. This AD also provides an
optional terminating action for the repetitive inspections. This AD
results from reports of cracks in the fuselage skin of the lower lobe.
We are issuing this AD to detect and correct fatigue cracks of the
countersunk rivet holes, which could result in cracks of the fuselage
[[Page 56352]]
skin of the lower lobe, and consequent rapid depressurization of the
cabin.
DATES: This AD becomes effective November 1, 2005.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of November 1,
2005.
ADDRESSES: You may examine the AD docket on the Internet at https://
dms.dot.gov or in person at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street SW., Nassif Building,
room PL-401, Washington, DC.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this 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:
Examining the Docket
You may 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 street address stated in the
ADDRESSES section. This docket number is FAA-2005-20627; the
directorate identifier for this docket is 2004-NM-39-AD.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to certain Boeing Model
737-100, -200, -200C, -300, -400, and -500 series airplanes. That NPRM
was published in the Federal Register on March 17, 2005 (70 FR 12982).
That NPRM proposed to require repetitive eddy current inspections for
cracks of the countersunk rivet holes in the lower lobe, adjacent to
the radio altimeter cutouts; additional inspections, for certain
airplanes, for cracks and/or corrosion; and further investigative and
corrective action if any crack is found. That NPRM also proposed to
provide an optional terminating action for the repetitive inspections.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM.
Request to Add Note to Provide Inspection Deviations for Existing
Repairs
One commenter, an airplane operator, states that paragraph (g) of
the NPRM does not address inspection deviations for airplanes that
already have the repair doubler installed in accordance with Boeing
Service Bulletin 737-53-1117. The commenter observes that, as the
paragraph is currently worded, operators of these airplanes would be
required to do an eddy current inspection in accordance with Part I of
Boeing Special Attention Service Bulletin 737-53-1230, dated June 13,
2002. The commenter points out that operators of these airplanes would
be forced to remove the doubler in order to do the eddy current
inspection. The commenter notes that the section of the NPRM titled
``Relevant Service Information'' describes what to do for existing
repairs, and states that this section matches Part II, Item 3, Note (a)
of Boeing Special Attention Service Bulletin 737-53-1230. The commenter
proposes that a similar note be added to paragraph (g) of the NPRM to
provide inspection deviations for existing repairs.
We partially agree with the commenter. We agree that paragraph (g)
of the NPRM is unclear with regard to the inspection options for the
body station (BS) 390 cutout that has been previously modified in
accordance with Boeing Service Bulletin 737-53-1117, Revision 1, dated
April 6, 1989. If an operator has removed the doubler for other
reasons, the current description in paragraph (g) of the NPRM would be
sufficient; however, it would be beneficial to operators if the final
rule provided optional inspections that could be performed without
removing the doubler. We disagree with using the exact wording of Part
II, Item 3, Note (a) of Boeing Special Attention Service Bulletin 737-
53-1230, dated June 13, 2002. The instructions in that note describe
specific actions affiliated with the preventive modification. The
preventive modification, which includes inspection, can be accomplished
in lieu of the initial inspection and will terminate ongoing
inspections for that cutout only. However, we have revised paragraph
(g) of the final rule to address inspection deviations for airplanes
that already have the repair doubler.
Request to Clarify Wording in Paragraph (i)
Two commenters request that we reword paragraph (i) of the NPRM to
make the requirements more clear. One commenter states that the
conditions listed in paragraph (i) do not clearly state that all three
conditions need to be met. The other commenter states that, with the
current wording in paragraph (i), it is unclear if the inspections in
Table 1 are required if one or both of the following conditions occur:
A crack at BS 390, and an external doubler not installed. The commenter
then suggests that paragraph (i) of the NPRM be revised as follows:
``For any airplane in Group 1, 2, 3, 4, or 5 of the special attention
service bulletin, before or at the same time as the repair in paragraph
(h) of this AD, inspect in accordance with Table 1 of this AD if one of
the following conditions exist: (1) A skin crack at the cutout at BS
390 was found during any inspection including inspections required by
paragraphs (g), (h), or (j) of this AD, or (2) an external repair
doubler installed in accordance with Boeing Service Bulletin 737-53-
1117, Revision 1, dated April 6, 1989, has not previously been
installed.''
We partially agree. We agree that there is confusion in the
interpretation of the requirements. The confusion is because the repair
doubler installed in accordance with Boeing Service Bulletin 737-53-
1117, which is not mandated by this final rule, is on an adjacent piece
of fuselage skin, and extends into the area addressed by the NPRM.
Boeing Special Attention Service Bulletin 737-53-1230 does not clearly
address this additional configuration, so we agree that we should
provide further clarification in the final rule so that operators have
adequate instructions for compliance. We disagree with the exact
wording change that the commenter proposes because all of the
conditions must exist to perform the additional inspections addressed
by paragraph (i). We have revised paragraph (i) of the final rule to
provide the necessary clarification. This revision made it necessary to
add new paragraphs (i)(1) and (i)(2) to the final rule. We have re-
lettered the subsequent paragraphs accordingly.
Request to Add Requirement to ``Pre-Form'' the External Doubler
One commenter, the manufacturer, suggests that we add a requirement
to ``pre-form'' the external doubler to the contour of the airplane
prior to installation. The commenter states the repair and modification
instruction in Boeing Service Bulletin 737-53-1117 do
[[Page 56353]]
not specify a requirement to contour the repair or modification
doublers. These doublers are 0.1 inch or 0.08 inch thick respectively,
which may create some pull-up pre-stresses in the skin during
installation unless they are pre-formed. The commenter points out that
the skin in this area is 0.063 inch thick, so the concern for pre-
stress is minimal. However, in the interest of time, in lieu of issuing
a revision to the service bulletin to address the pre-form issue, the
commenter suggests that we add this requirement to the final rule. The
commenter states that there have not been any reports of cracks or
other discrepancies in service from these doublers.
We disagree with the commenter. This rule addresses issues
associated with safety related cracking that are not addressed by other
mandated programs. The commenter states that this lack of ``pre-
forming'' information has not lead to safety related cracking.
Therefore, we conclude that this ``pre-forming'' requirement can be
categorized as a product improvement to the existing service bulletin.
This information is best included in the next revision of the service
bulletin, and subsequently proposed as an alternative method of
compliance. In addition, the repair/modification done in accordance
with Boeing Service Bulletin 737-53-1117, Revision 1, dated April 6,
1989, is subject to the Repair Assessment Program operational rule, and
would receive inspections to detect any safety related cracking caused
by lack of pre-forming. We have not changed the final rule in this
regard.
Request To Clarify Inspection Requirements in Paragraph (h)
One commenter states that the reference in paragraph (i) of the
NPRM to inspection requirements in paragraph (h) of the NPRM is
incorrect because paragraph (h) provides for a repair, not an
inspection instruction.
We disagree with the commenter. Paragraph (h) states, in part: ``*
* *'' repair the area by doing all applicable corrective and further
investigative actions ``* * *.'' The further investigative actions are
inspections that are done as part of the repair. We have not changed
the final rule in this regard.
Request To Clarify ``Relevant Service Information''
One commenter requests that we clarify the ``Relevant Service
Information'' section of the NPRM. The commenter states that the
sentence that says, ``for these airplanes, the preventive modification
is removing the ten fasteners.* * *'' does not indicate clearly that
the preventive modification is at BS 390. The commenter suggests that
we add a reference to BS 390 to that sentence.
We agree with the commenter that clarifying the sentence would be
helpful. However, since that section of the preamble does not reappear
in the final rule, no change to the final rule is necessary.
Request To Fix Typographical Error
One commenter requests that we correct the spelling of the word
``either'' in the heading in Table 1 of the NPRM.
We agree with the commenter. However, this typographical error
appeared only in the version of the NPRM that appeared in the
Regulatory Guidance Library. The Federal Register version, which is the
official version of the NPRM, has the word ``either'' spelled
correctly.
Explanation of Further Changes Made To Clarify Requirements for
Airplanes Modified in Accordance With Boeing Service Bulletin 737-53-
1117
Several commenters, noted above, were concerned about issues
related to airplanes that have been previously modified in accordance
with Boeing Service Bulletin 737-53-1117. In light of these several
concerns, we conducted a further review of Boeing Special Attention
Service Bulletin 737-53-1230, dated June 13, 2002, which is the source
of service information for this AD, and which also addresses,
peripherally, airplanes modified in accordance with Boeing Service
Bulletin 737-53-1117. The goal of our review was to determine if
adequate instructions exist in Boeing Special Attention Service
Bulletin 737-53-1230 for these airplanes, and, if we determined that
the instructions were inadequate, to revise the final rule to include
additional clarifying language for operators of these airplanes. We
have concluded that additional clarifying language is necessary. The
additional clarifying language does not increase the scope of work that
was previously described in the NPRM, however it does allow relieving
options for affected operators. The three clarifications included in
the final rule are described below.
1. We have clarified the inspection options for the BS 390 cutout
in paragraph (g) of the final rule, as noted above in ``Request to Add
Note to Provide Inspection Deviations for Existing Repairs.''
2. We have clarified paragraph (h) of the final rule to include
instructions for repairs at BS 390 ``with doubler installed.''
Airplanes in this configuration are not addressed in Boeing Special
Attention Service Bulletin 737-53-1230, dated June 13, 2002, Table C,
Part III--Repair. Therefore, paragraph (h), though adequate in the
NPRM, has been revised in the final rule to specifically require repair
of these airplanes 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.
3. We have clarified paragraph (l) of the final rule (paragraph (j)
of the NPRM) to specify that the inspection of the fastener hole
countersink in accordance with Figure 2 of Boeing Special Attention
Service Bulletin 737-53-1230, dated June 13, 2002, is not required for
modified airplanes. This inspection is part of the preventive
modification procedures in the service bulletin. This area is not
accessible when the external doubler is installed in accordance with
Boeing Service Bulletin 737-53-1117. It is not our intent to require
operators to remove this doubler; therefore the countersink inspection
is not required for these airplanes in the final rule.
Explanation of Additional Changes Made to This AD
We have simplified paragraph (h) and paragraph (k) of this AD
(paragraph (i)(2) of the NPRM) by referring to the ``Alternative
Methods of Compliance (AMOCs)'' paragraph of this AD for repair
methods.
We have also revised the ``Alternative Methods of Compliance
(AMOCs)'' paragraph in this AD to clarify the delegation authority for
Authorized Representatives for the Boeing Commercial Airplanes
Delegation Option Authorization.
Conclusion
We have carefully reviewed the available data, including the
comments that have been received, 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
This AD affects about 3,132 airplanes worldwide. The following
table provides the estimated costs for U.S. operators to comply with
this AD.
[[Page 56354]]
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work Average labor Parts Cost per registered Fleet cost
hours rate per hour airplane airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection.................................. 3 $65 No parts required.............. $195 1,004 $195,780
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. See the ADDRESSES
section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
2005-19-25 Boeing: Amendment 39-14290. Docket No. FAA-2005-20627;
Directorate Identifier 2004-NM-39-AD.
Effective Date
(a) This AD becomes effective November 1, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 737-100, -200, -200C, -300,
-400, and -500 series airplanes, certificated in any category; as
identified in Boeing Special Attention Service Bulletin 737-53-1230,
dated June 13, 2002.
Unsafe Condition
(d) This AD was prompted by reports of cracks in the lower lobe
fuselage skin of the affected airplanes. We are issuing this AD to
detect and correct fatigue cracks of the countersunk rivet holes,
which could result in cracks of the fuselage skin of the lower lobe,
and consequent rapid depressurization of the cabin.
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 Reference
(f) The term ``special attention service bulletin,'' as used in
this AD, means the Accomplishment Instructions of Boeing Special
Attention Service Bulletin 737-53-1230, dated June 13, 2002.
Repetitive Inspections
(g) Before the airplane accumulates 20,000 total flight cycles,
or within 4,500 flight cycles after the effective date of this AD,
whichever occurs later: Do the inspection in paragraph (g)(1) of
this AD; or, for airplanes with an external repair doubler installed
at body station (BS) 390, do the inspection in paragraph (g)(2) of
this AD in lieu of the inspection in paragraph (g)(1) of this AD for
BS 390 only; inspections at all other body stations must be done in
accordance with paragraph (g)(1) of this AD. Repeat the applicable
inspection thereafter at intervals not to exceed 4,500 flight
cycles.
(1) Do an eddy current inspection for cracks of the surface area
around the satellite holes of the radio altimeter cutouts between BS
390 and BS 450. Do the inspection with the fasteners installed in
accordance with the special attention service bulletin.
(2) For airplanes that have an external repair doubler installed
at BS 390 only, in accordance with Boeing Service Bulletin 737-53-
1117, Revision 1, dated April 6, 1989, do an eddy current inspection
of the external doubler for cracks around the satellite holes of the
radio altimeter cutout; and do an eddy current inspection for cracks
of the fuselage skin along the aft edge of the doubler from S-28L to
S-28R. Do the inspections with the fasteners installed in accordance
with the procedures in Figure 1 of the special attention service
bulletin.
Repair
(h) If any crack is found during any eddy current inspection
required by this AD: Before further flight, repair the area by doing
all applicable corrective and further investigative actions in
accordance with the special attention service bulletin.
Accomplishment of the repair terminates the repetitive inspection
requirements of paragraph (g) of this AD for the repaired area.
Where the special attention service bulletin specifies to contact
Boeing for appropriate action; for instructions about how to repair
certain conditions, including repairs at BS 390 ``with doubler
installed''; or where lack of specific repair instructions exist:
Before further flight, repair using a method approved in accordance
with paragraph (m) of this AD.
Additional Inspection and Repair for Certain Airplanes
(i) For any airplane in Group 1, 2, 3, 4, or 5 of the special
attention service bulletin: Before or at the same time as the
actions in paragraph (h) of this AD, inspect in accordance with
Table 1 of this AD if both conditions in paragraphs (i)(1) and
(i)(2) of this AD exist.
(1) A skin crack at the cutout at BS 390 was found during any
inspection, including the inspections required by paragraphs (g),
(h), and (j) of this AD.
(2) An external repair doubler has not been previously installed
in accordance with Boeing Service Bulletin 737-53-1117, Revision 1,
dated April 6, 1989.
[[Page 56355]]
Table 1.--Service Information
------------------------------------------------------------------------
Inspect in accordance with either--
-------------------------------------------------------------------------
The Accomplishment Instructions of
Boeing Service Bulletin 737-53-1117, Figure 17 of the special
Revision 1, dated April 6, 1989-- attention service bulletin--
------------------------------------------------------------------------
A detailed inspection for cracks in the An eddy current inspection for
fuselage lower skin in the area of the cracks of the exhaust port
electronics bay cooling duct cutout. duct cutout edge and the 6
fastener locations;
An eddy current and open-hole
probe inspection for cracks of
the satellite holes; and
A general visual inspection for
corrosion of the area under
the repair.
------------------------------------------------------------------------
Corrective Actions
(j) If any crack at the equipment cooling duct cutout is found
that is less than 3 inches in length during the inspection required
by paragraph (i) of this AD: Before further flight, stop-drill the
crack or cracks and install an external repair doubler in accordance
with the Accomplishment Instructions of Boeing Service Bulletin 737-
53-1117, Revision 1, dated April 6, 1989; or repair in accordance
with Part III of the special attention service bulletin. If the
special attention service bulletin specifies to contact Boeing for
appropriate Action: Before further flight, repair using a method
approved in accordance with paragraph (m) of this AD. Accomplishment
of the repair terminates the repetitive inspection requirements of
paragraph (g) of this AD for the repaired area.
(k) If any corrosion is found, or if any crack is found that is
3 inches in length or greater during the inspection required by
paragraph (i) of this AD: Before further flight, repair using a
method approved in accordance with paragraph (m) of this AD.
Note 1: For the purposes of this AD, a general visual inspection
is: ``A visual examination of an interior or exterior area,
installation, or assembly to detect obvious damage, failure, or
irregularity. This level of inspection is made from within touching
distance unless otherwise specified. A mirror may be necessary to
ensure visual access to all surfaces in the inspection area. This
level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight, or
droplight and may require removal or opening of access panels or
doors. Stands, ladders, or platforms may be required to gain
proximity to the area being checked.''
Note 2: For the purposes of this AD, a detailed inspection is:
``An intensive examination of a specific item, installation, or
assembly to detect damage, failure, or irregularity. Available
lighting is normally supplemented with a direct source of good
lighting at an intensity deemed appropriate. Inspection aids such as
mirror, magnifying lenses, etc., may be necessary. Surface cleaning
and elaborate procedures may be required.''
Optional Terminating Action
(l) Installing preventive modification doublers in accordance
with the special attention service bulletin, including the
additional eddy current inspection with the fasteners removed (with
no crack finding), terminates the repetitive inspection requirements
of paragraph (g) of this AD. Where Figure 2 of the special attention
service bulletin specifies to ``eddy current countersink inspect and
open hole probe inspect the 16 satellite holes,'' and the airplane
has an external repair doubler installed in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-53-1117,
Revision 1, dated April 6, 1989; that inspection is not required by
this AD. If any crack is found during the eddy current inspection
specified by this paragraph: Before further flight, discontinue the
preventive modification and do the applicable actions in paragraph
(h) of this AD.
Alternative Methods of Compliance
(m)(1) In accordance with 14 CFR 39.19, the Manager, Seattle
Aircraft Certification Office (ACO), is authorized to approve
alternative methods of compliance (AMOCs) for this AD.
(2) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Delegation Option
Authorization Organization who has been authorized by the Manager,
Seattle ACO, to make those findings.
(3) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Material Incorporated by Reference
(n) You must use Boeing Service Bulletin 737-53-1117, Revision
1, dated April 6, 1989; and Boeing Special Attention Service
Bulletin 737-53-1230, dated June 13, 2002; as applicable, to perform
the actions that are required by this AD, unless the AD specifies
otherwise. The Director of the Federal Register approved the
incorporation by reference of these documents in accordance with 5
U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207, for a copy
of this service information. You may review copies at the Docket
Management Facility, U.S. Department of Transportation, 400 Seventh
Street SW., room PL-401, Nassif Building, Washington, DC; on the
Internet at https://dms.dot.gov; or at 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 September 15, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-18911 Filed 9-26-05; 8:45 am]
BILLING CODE 4910-13-P
