Airworthiness Directives; Boeing Model 727 Airplanes, 31978-31982 [E7-10983]
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31978
Federal Register / Vol. 72, No. 111 / Monday, June 11, 2007 / Rules and Regulations
agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et. seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
DEPARTMENT OF TRANSPORTATION
Related Information
Airworthiness Directives; Boeing
Model 727 Airplanes
(h) Refer to MCAI European Aviation
Safety Agency (EASA) AD No: 2007–0047,
dated February 23, 2007; Diamond Aircraft
Industries GmbH Mandatory Service Bulletin
No. MSB–42–032/1, dated January 24, 2007;
Diamond Aircraft Industries GmbH Work
Instruction WI–MSB–42–032, dated January
23, 2007; and Diamond Aircraft DA 42 AMM
¨
Temporary Revision AMM–TR–OAM–42–
056f, dated January 23, 2007, for related
information.
Material Incorporated by Reference
(i) You must use Diamond Aircraft
Industries GmbH Work Instruction WI–MSB–
42–032, dated January 23, 2007, as referenced
in Diamond Aircraft Industries GmbH
Mandatory Service Bulletin No. MSB–42–
032/1, dated January 24, 2007, to do the
actions required by this AD, unless the AD
specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Diamond Aircraft Industries
GmbH, N.A. Otto-Strabe 5, A–2700 Wiener
Neustadt; telephone: +43 2622 26700; fax:
+43 2622 26780; e-mail:
office@diamond-air.at.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
Counsel, 901 Locust, Room 506, Kansas City,
Missouri 64106; or at the National Archives
and Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
Issued in Kansas City, Missouri, on May
29, 2007.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–10744 Filed 6–8–07; 8:45 am]
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BILLING CODE 4910–13–P
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21434; Directorate
Identifier 2004–NM–75–AD; Amendment 39–
15092; AD 2007–12–14]
RIN 2120–AA64
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for all
Boeing Model 727 airplanes. This AD
requires repetitive inspections for cracks
of the body skin, doubler, and bear strap
at the forward edge of the upper and
lower hinge cutouts of the forward entry
door, related investigative actions, and
corrective action if necessary. This AD
also requires a preventive modification.
This AD results from reports of skin and
bear strap cracks at hinge cutouts of the
forward entry door. We are issuing this
AD to detect and correct cracks in the
skin, doubler, and bear strap at the
hinge cutouts of the forward entry door,
which could result in rapid
decompression of the airplane.
DATES: This AD becomes effective July
16, 2007.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of July 16, 2007.
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:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6577; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the airworthiness
directive (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
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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.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to all Boeing Model 727 airplanes.
That NPRM was published in the
Federal Register on June 14, 2005 (70
FR 34405). That NPRM proposed to
require repetitive inspections for cracks
of the body skin, doubler, and bear strap
at the forward edge of the upper and
lower hinge cutouts of the forward entry
door, related investigative actions, and
corrective action if necessary. That
NPRM also proposed to require a
preventive modification.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
Request To Refer to Latest Revision of
Service Bulletin
Boeing requests that we refer to
Boeing Service Bulletin 727–53A0198,
Revision 3, dated October 2, 2006, in the
NPRM (Revision 2, dated October 30,
2003, was the latest version of the
service bulletin at the time the NPRM
was issued and was referred to as the
appropriate source of service
information for doing the actions
specified in the NPRM). Boeing states
that Revision 3 of the service bulletin
clarifies details described in the NPRM
but does not increase the scope of the
final rule. Boeing concludes that use of
Revision 3 would necessitate fewer
clarifying comments.
We have reviewed Revision 3 of the
service bulletin and concur with
Boeing’s assessment. Revision 3
provides the following information:
• Corrects and clarifies fastener
symbols in Figures 2, 4, 5, and 6, and
revises the fastener code ‘‘F’’ to ‘‘D’’
where applicable.
• Changes fastener part numbers and
quantities in the Materials section to
agree with data specified in Figures 2,
4, 5, and 6.
• Adds more data to Paragraph 1.E.,
‘‘Compliance,’’ and Table 1 in Appendix
A to give more detail about airplane
conditions, thresholds, and subsequent
work.
• Clarifies inspection and repeat
inspection data in paragraph 3.B. of the
Work Instructions.
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We have revised the final rule to refer
to Revision 3 of the service bulletin as
the appropriate source of service
information for doing the required
actions. We have also revised the
descriptions of the actions specified in
paragraphs (h) and (i) of the final rule
to parallel the new descriptions in
Revision 3 of the service bulletin. We
have also clarified the inspection area
specified in paragraph (g) of the final
rule.
We also removed paragraph (n) of the
NPRM from the final rule (and reidentified subsequent paragraphs
accordingly) because the information
specified in paragraph (n) of the NPRM
is now included in Revision 3 of the
service bulletin.
We have also added new paragraph
(o) to the final rule to allow credit for
actions done in accordance with Boeing
Alert Service Bulletin 727–53A0198,
Revision 2, dated October 30, 2003.
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Request To Revise Grace Period in
Paragraph (j) of the NPRM
Boeing requests that we revise the
grace period specified in paragraph (j) of
the NPRM for the preventive
modification from ‘‘within 3,000 flight
cycles after the effective date of this AD’’
to ‘‘within the earlier of 4 years or 7,200
flight cycles after the effective date of
this AD.’’ Boeing states the new grace
period would match the grace period
specified in AD 90–06–09, amendment
39–6488 (55 FR 8370, March 7, 1990),
which mandates airplane modification
requirements. Boeing notes that the
‘‘preventive modification requirement is
based on Structures Task Group (STG)
recommendations found in Boeing
Document D6–54860 per AD 90–06–09.’’
Boeing states that the 4-year grace
period specified in AD 90–06–09 allows
operators to schedule airplane
modifications during major
maintenance checks.
We agree to revise the grace period.
AD 90–06–09 and this final rule require
certain airplane modifications at 60,000
flight cycles. Coordinating the grace
period allows operators to schedule the
airplane modifications at the same time.
We have determined that extending the
grace period, as recommended by the
manufacturer, will not adversely affect
safety. We have revised the grace period
in paragraph (j) of this final rule from
‘‘within 3,000 flight cycles after the
effective date of this AD’’ to ‘‘within 48
months or 7,200 flight cycles, after the
effective date of this AD, whichever
occurs earlier.’’
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Request to Revise References to Fillers
and Shims
be either a repair or modification that is
being re-installed.
Boeing requests that we revise
paragraph (h)(1) of the NPRM from ‘‘if
the filler or shim is missing’’ to ‘‘if the
filler is not present’’ and that we revise
paragraph (h)(2) of the NPRM from ‘‘if
the filler and shim are not missing’’ to
‘‘if the filler is present.’’ Boeing also
requests that we make these same
changes in two paragraphs of the
Relevant Service Information section of
the NPRM. Boeing states that the
inspection is made to determine if the
filler is present or not, which is easier
to understand than determining if it is
missing or not missing. Boeing also
states that references to a shim may be
confusing because the service bulletin
specifies that a filler is what is to be
installed. Boeing notes that local shims
may have been installed to allow local
fit-up; however, a filler is considerably
larger and is required for the quality of
the general repair accomplishment.
We agree because of the reasons stated
by the commenter. We have revised
paragraphs (h)(1) and (h)(2) of the final
rule accordingly. We have also revised
paragraph (h) of the final rule to remove
the reference to the shim. We have also
added a clarification in paragraph (h)
that airplanes on which the actions
specified in Boeing Service Bulletin
727–53–0198, Revision 1, dated July 25,
1991, have been done do not need the
inspection to determine if a filler was
installed.
However, because the Relevant
Service Information section of the
NPRM is not restated in the final rule,
we have not changed the final rule in
that regard.
Request To Clarify Reason for
Modification
Request To Specify Modification
Installation
Boeing requests that we revise
paragraphs (h)(1)(i) and (h)(2)(i) of the
NPRM to include ‘‘install modification’’
in the description of the action; i.e.,
‘‘* * * oversize the fastener holes and
install modification in accordance with
* * *.’’ Boeing states that it is clearer to
complete the information to include the
modification installation beyond just
inspecting and oversizing the fastener
holes.
We partially agree with the
commenter. We agree that adding
installation information will
communicate more completely the
requirements of the final rule. However,
instead of adding ‘‘install modification’’
to the description in paragraphs (h)(1)(i)
and (h)(2)(i) of the final rule, we have
added the phrase ‘‘and re-install the
repair or preventive modification’’ to
those paragraphs to clarify that it could
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Boeing requests that we revise the
‘‘FAA’s Determination and
Requirements of the Proposed AD’’
section of the NPRM to clarify the
reason we are requiring the
modification. Boeing suggests that the
statement that the preventive
modification will be required should be
revised to include the following: ‘‘[The]
preventive modification requirement is
based on Structures Task Group (STG)
recommendations found in Boeing
Document D6–54860 per AD 90–06–09.’’
We agree with the commenter that its
statement provides a rationale for the
preventive modification requirements of
the final rule. However, because the
‘‘FAA’s Determination and
Requirements of the Proposed AD’’
section of the NPRM is not restated in
the final rule, we have not changed the
final rule in this regard.
Request To Revise Paragraphs (o) and
(p) of the NPRM
Boeing requests that paragraph (o) of
the NPRM be revised to more clearly
state the actions or integrate the
thresholds into paragraph (p) of the
NPRM. Boeing states that paragraphs
(o)(1) and (o)(2) of the NPRM are
incomplete and that paragraph (o)(1) of
the NPRM includes a sentence that is
more of a clarification that belongs in
paragraph (o) of the NPRM.
We agree that although paragraphs (o)
and (p) of the NPRM are functional, the
paragraphs could be revised for clarity.
The initial and repetitive inspections
that are specified in paragraphs (o) and
(p) of the final rule are to be done after
a repair or modification has been done.
For clarity, we have added the
repetitive inspections to paragraph (i) of
the final rule. Paragraph (i) of the final
rule specifies to do the initial
inspections after a repair or
modification is accomplished. As a
result of these changes, we have
removed paragraphs (o) and (p) of the
NPRM from the final rule (and reidentified subsequent paragraphs
accordingly).
We have also revised paragraph (p)(4)
of the final rule (which we referred to
as paragraph (r)(2) in the NPRM) to refer
to paragraph (i) of the final rule as the
method of compliance to paragraph (g)
of AD 98–11–03 R1, amendment 39–
10983.
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Federal Register / Vol. 72, No. 111 / Monday, June 11, 2007 / Rules and Regulations
Clarification of Unsafe Condition
Statement
Clarification of Alternative Method of
Compliance (AMOC) Paragraph
rule by referring to paragraph (p) of this
final rule for repair methods.
We have revised the unsafe condition
statement in the summary and in
paragraph (d) of this final rule. In
addition to detecting and correcting
cracks in the skin and bear strap at the
hinge cutouts of the forward entry door,
this final rule is also issued to detect
and correct cracks in the doubler. We
have revised the unsafe condition
statement accordingly. The actions
specified in the NPRM were adequate;
however, the unsafe condition did not
specify all the areas that were proposed
to be inspected. We are not expanding
the scope in the final rule.
We have revised paragraph (p) of this
final rule to clarify the appropriate
procedure for notifying the principal
inspector before using any approved
AMOC on any airplane to which the
AMOC applies.
We have also revised paragraph (p) of
this 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 Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make such findings. We have
simplified paragraph (m)(2) of this final
Conclusion
We have carefully reviewed the
available data, including the comments
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
There are about 1,015 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this AD.
ESTIMATED COSTS
Average
labor rate
per hour
Work
hours
Action
Inspection ...................................
Preventive modification ..............
7
40
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.
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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:
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$80
80
Number of
U.S.
airplanes
Cost per
airplane
$560, per inspection cycle .........
$3,200 ........................................
589
589
Fleet cost
$329,840, per inspection cycle.
$1,884,800.
(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.
2007–12–14 Boeing: Amendment 39–15092.
Docket No. FAA–2005–21434;
Directorate Identifier 2004–NM–75–AD.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Unsafe Condition
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
■
Effective Date
(a) This AD becomes effective July 16,
2007.
Affected ADs
(b) None
Applicability
(c) This AD applies to all Boeing Model
727, 727C, 727–100, 727–100C, 727–200, and
727–200F series airplanes, certificated in any
category.
(d) This AD was prompted by reports of
skin and bear strap cracks at hinge cutouts
of the forward entry door. We are issuing this
AD to detect and correct cracks in the skin,
doubler, and bear strap at the hinge cutouts
of the forward entry door, which could result
in rapid decompression of the airplane.
Compliance
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
(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
■
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):
■
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(f) The term ‘‘the service bulletin,’’ as used
in this AD, means Boeing Service Bulletin
727–53A0198, Revision 3, dated October 2,
2006. Although the service bulletin
referenced in this AD specifies to submit
certain information to the manufacturer, this
AD does not include that requirement.
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Initial and Repetitive Inspections for
Airplanes on Which No Actions Have Been
Done
(g) For airplanes on which no repair or
preventive modification has been done before
the effective date of this AD in accordance
with Boeing Service Bulletin 727–53–0198,
dated January 11, 1990; Boeing Service
Bulletin 727–53–0198, Revision 1, dated July
25, 1991; Boeing Alert Service Bulletin 727–
53A0198, Revision 2, dated October 30, 2003;
or Boeing Service Bulletin 727–53A0198,
Revision 3, dated October 2, 2006: Within
3,000 flight cycles after the effective date of
this AD, do detailed and high frequency eddy
current (HFEC) inspections for cracks of the
skin, doubler, and bear strap at the upper and
lower hinge cutout of the forward entry door
in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 727–
53A0198, Revision 3, dated October 2, 2006.
(1) If no crack is found, before further
flight, apply finishes in accordance with the
Accomplishment Instructions of the service
bulletin and repeat the inspections required
by paragraph (g) of this AD thereafter at
intervals not to exceed 3,000 flight cycles,
until the preventive modification required by
paragraph (j) of this AD or a repair required
by paragraph (m) of this AD is done.
(2) If any crack is found, before further
flight, do the repair specified in paragraph
(m) of this AD.
Inspections for Airplanes on Which Certain
Actions Have Been Done
(h) For airplanes on which any repair or
preventive modification has been done before
the effective date of this AD in accordance
with Boeing Service Bulletin 727–53–0198,
dated January 11, 1990; or in accordance
with Boeing Service Bulletin 727–53–0198,
Revision 1, dated July 25, 1991, and on
which the existing fastener holes were not
HFEC inspected and oversized by 1/16 of an
inch in accordance with step 3.B.9. of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 727–53A0198, Revision 2,
dated October 30, 2003, or Boeing Service
Bulletin 727–53A0198, Revision 3, dated
October 2, 2006: Within 12,000 flight cycles
after the repair or preventive modification
was done or within 3,000 flight cycles after
the effective date of this AD, whichever is
later, do a detailed inspection to determine
if a filler was installed below the S–10 lap
joint common to the upper hinge cutout, an
internal HFEC inspection for cracks of the
bear strap, and an external detailed
inspection for cracks of the repair or
preventive modification and its periphery, in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 727–
53A0198, Revision 3, dated October 2, 2006.
Airplanes on which the actions specified in
Boeing Service Bulletin 727–53–0198,
Revision 1, dated July 25, 1991, have been
done do not need the inspection to determine
if a filler was installed.
(1) For airplanes on which the filler is not
present: Before further flight, remove the
external doubler, do detailed and HFEC
inspections for cracks at the hinge cutout
areas specified in Figure 1 of the service
bulletin, and do an HFEC inspection of the
pre-existing fastener holes for cracks, in
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accordance with the Accomplishment
Instructions of Boeing Service Bulletin 727–
53A0198, Revision 3, dated October 2, 2006.
(i) If no crack is found, before further flight,
oversize the fastener holes and re-install the
repair or preventive modification in
accordance with the Accomplishment
Instructions of the service bulletin.
(ii) If any crack is found, before further
flight, do the repair specified in paragraph
(m) of this AD.
(2) For airplanes on which the filler is
present and for airplanes on which the
actions specified in Boeing Service Bulletin
727–53–0198, Revision 1, dated July 25,
1991, have been done: Before further flight,
do an HFEC inspection of the pre-existing
fastener holes for cracks in accordance with
the Accomplishment Instructions of Boeing
Service Bulletin 727–53A0198, Revision 3,
dated October 2, 2006.
(i) If no crack is found, before further flight,
oversize the fastener holes and, as applicable,
re-install the repair or preventive
modification, in accordance with the
Accomplishment Instructions of the service
bulletin.
(ii) If any crack is found, before further
flight, do the repair specified in paragraph
(m) of this AD.
Inspections for Airplanes On Which a
Repair/Modification Has Been Done
(i) For airplanes identified in paragraphs
(i)(1), (i)(2), and (i)(3) of this AD: Within
40,000 flight cycles after the original repair
or preventive modification was done or
within 3,000 flight cycles after the effective
date of this AD, whichever is later, do an
internal HFEC inspection of the bear strap
and an external detailed inspection for cracks
of the repair or preventive modification and
its periphery in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 727–53A0198, Revision 3,
dated October 2, 2006. Repeat the HFEC
inspection for cracks of the bear strap
thereafter at intervals not to exceed 20,000
flight cycles. Repeat the detailed inspection
for cracks of any repair and preventive
modification and its periphery thereafter at
intervals not to exceed 3,000 flight cycles. If
any crack is found, before further flight, do
the repair specified in paragraph (m) of this
AD.
(1) Airplanes on which any repair or
preventive modification has been done before
the effective date of this AD in accordance
with Boeing Service Bulletin 727–53–0198,
dated January 11, 1990; or Revision 1, dated
July 25, 1991. If a repair/preventative
modification has been done in accordance
with the original issue or Revision 1 of
Boeing Service Bulletin 727–53–0198 and a
repair/preventative modification has been
done in accordance with Revision 2 of
Boeing Alert Service Bulletin 727–53A0198
or Revision 3 of Boeing Service Bulletin 727–
53A0198, the flight cycles must be counted
from the first repair/preventative
modification.
(2) Airplanes on which any repair or
preventive modification has been done before
the effective date of this AD in accordance
with Boeing Alert Service Bulletin 727–
53A0198, Revision 2, dated October 30, 2003.
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31981
(3) Airplanes on which any repair or
preventive modification has been done in
accordance with Boeing Service Bulletin
727–53A0198, Revision 3, dated October 2,
2006.
Preventive Modification
(j) At the later of the times specified in
paragraphs (j)(1) and (j)(2) of this AD: Do the
preventive modification (including HFEC
inspection) in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 727–53A0198, Revision 3,
dated October 2, 2006. Doing the preventive
modification terminates the repetitive
inspections required by paragraph (g)(1) of
this AD.
(1) Before the accumulation of 60,000 total
flight cycles.
(2) Within 48 months or 7,200 flight cycles,
after the effective date of this AD, whichever
occurs earlier.
Note 1: Repairs or preventive modifications
that were done using Boeing Service Bulletin
727–53–0198, dated January 11, 1990; or
Revision 1, dated July 25, 1991; are not
considered acceptable for complying with the
requirements of paragraph (j) of this AD.
(k) In lieu of the preventive modification
required by paragraph (j) of this AD, doing
the applicable repair specified in paragraph
(m) of this AD is acceptable.
(l) In lieu of the preventive modification
required by paragraph (j) of this AD, doing
the actions specified in paragraph (h) or (i)
of this AD is acceptable for the airplanes
identified in those paragraphs.
Repair
(m) If any crack is found during any
inspection, preventive modification, or repair
required by this AD, before further flight, do
the applicable repair (including HFEC
inspection) specified in paragraph (m)(1) or
(m)(2) of this AD, as applicable. Doing the
repair terminates the repetitive inspections
required by paragraph (g)(1) of this AD.
Doing the repair is acceptable for compliance
with the requirements of paragraph (j) of this
AD provided the repair is done within the
time specified in that paragraph.
(1) If the crack does not exceed the limits
described in the service bulletin, repair the
crack in accordance with the applicable
procedures in the Accomplishment
Instructions of Boeing Service Bulletin 727–
53A0198, Revision 3, dated October 2, 2006.
(2) If the crack exceeds the limits described
in Boeing Service Bulletin 727–53A0198,
Revision 3, dated October 2, 2006, and the
service bulletin specifies to contact Boeing,
or if the service bulletin specifies to repair
before further flight and contact Boeing:
Repair the crack using a method approved in
accordance with the procedures specified in
paragraph (p) of this AD.
No Requirement To Contact Boeing
(n) Although paragraphs 3.B.9. and 3.B.10.
of the Accomplishment Instructions of
Boeing Service Bulletin 727–53A0198,
Revision 3, dated October 2, 2006, specify to
contact Boeing after repairing cracks, this AD
does not include that requirement.
E:\ERIC\11JNR1.SGM
11JNR1
31982
Federal Register / Vol. 72, No. 111 / Monday, June 11, 2007 / Rules and Regulations
rmajette on DSK8KYBLC1PROD with MISCELLANEOUS
Actions Accomplished According to
Previous Issue of Service Bulletin
(o) Actions accomplished before the
effective date of this AD in accordance with
Boeing Alert Service Bulletin 727–53A0198,
Revision 2, dated October 30, 2003, are
considered acceptable for compliance with
the corresponding action specified in this
AD.
Alternative Methods of Compliance
(AMOCs)
(p)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Commercial Airplanes Delegation Option
Authorization Organization who has been
authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to
be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) The inspections specified in paragraph
(i) of this AD are approved as a method of
compliance (MOC) to paragraph (g) of AD
98–11–03 R1, amendment 39–10983, for the
inspections of Structurally Significant Items
(SSI) F–13A and F–14A of Supplemental
Structural Inspection Document (SSID), D6–
48040–1, affected by the repair or
modification. The MOC applies only to the
areas inspected in accordance with the
service bulletin. All provisions of AD 98–11–
03 R1 that are not specifically referenced in
paragraphs (p)(4) and (p)(5) of this AD
remain fully applicable and must be
complied with.
(5) For airplanes on which no repair or
preventive modification has been done in
accordance with Boeing Service Bulletin
727–53–0198, dated January 11, 1990; Boeing
Service Bulletin 727–53–0198, Revision 1,
dated July 25, 1991; Boeing Alert Service
Bulletin 727–53A0198, Revision 2, dated
October 30, 2003; or Boeing Service Bulletin
727–53A0198, Revision 3, dated October 2,
2006: The inspections and actions specified
in paragraph (g) of this AD are approved as
a MOC to paragraph (c) of AD 98–11–03 R1
for the inspections of SSI F–13A and F–14A
of SSID, D6–48040–1. This MOC applies only
to the areas inspected in accordance with the
service bulletin. All other provisions of AD
98–11–03 R1 that are not specifically
referenced in paragraphs (p)(4) and (p)(5) of
this AD remain fully applicable and must be
complied with.
Material Incorporated by Reference
(q) You must use Boeing Service Bulletin
727–53A0198, Revision 3, dated October 2,
VerDate Mar<15>2010
12:20 Mar 07, 2011
Jkt 223001
2006, 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 this document 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 FAA, Transport
Airplane Directorate, 1601 Lind Avenue,
SW., Renton, Washington; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/federalregister/cfr/ibr-locations.html.
Issued in Renton, Washington, on May 25,
2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–10983 Filed 6–8–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–27806; Directorate
Identifier 2006–NM–287–AD; Amendment
39–15090; AD 2007–12–12]
RIN 2120–AA64
Airworthiness Directives; Dassault
Model Mystere-Falcon 50 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
* * * discovery of interferences between
the power wire supplying the galley’s coffeemaker and the surrounding structure. These
interferences might, by chafing and
degrading the wire insulation, generate short
circuits between the wire and the aircraft
ground through the composite cabinet
structure, without activation of the Circuit
Breaker (C/B). Several hot spots may then be
created and generate a large amount of thick
smokes just behind the cockpit.
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective July
16, 2007.
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of July 16, 2007.
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.
FOR FURTHER INFORMATION CONTACT: Tom
Rodriguez, Aerospace Engineer,
International Branch, ANM–116, FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–1137;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Streamlined Issuance of AD
The FAA is implementing a new
process for streamlining the issuance of
ADs related to MCAI. This streamlined
process will allow us to adopt MCAI
safety requirements in a more efficient
manner and will reduce safety risks to
the public. This process continues to
follow all FAA AD issuance processes to
meet legal, economic, Administrative
Procedure Act, and Federal Register
requirements. We also continue to meet
our technical decision-making
responsibilities to identify and correct
unsafe conditions on U.S.-certificated
products.
This AD references the MCAI and
related service information that we
considered in forming the engineering
basis to correct the unsafe condition.
The AD contains text copied from the
MCAI and for this reason might not
follow our plain language principles.
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on April 9, 2007 (72 FR 17443).
That NPRM proposed to correct an
unsafe condition for the specified
products. The MCAI states:
This Airworthiness Directive (AD) is
issued following discovery of interferences
between the power wire supplying the
galley’s coffee-maker and the surrounding
structure. These interferences might, by
chafing and degrading the wire insulation,
generate short circuits between the wire and
the aircraft ground through the composite
cabinet structure, without activation of the
Circuit Breaker (C/B). Several hot spots may
then be created and generate a large amount
of thick smokes just behind the cockpit.
This AD aims to prevent this kind of
incident, mandating a wire inspection [for
damaged wire sleeves], a check for a proper
clearance and if necessary a wire re-routing.
E:\ERIC\11JNR1.SGM
11JNR1
]]>Agencies
[Federal Register Volume 72, Number 111 (Monday, June 11, 2007)]
[Rules and Regulations]
[Pages 31978-31982]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-10983]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-21434; Directorate Identifier 2004-NM-75-AD;
Amendment 39-15092; AD 2007-12-14]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 727 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Boeing Model 727 airplanes. This AD requires repetitive inspections for
cracks of the body skin, doubler, and bear strap at the forward edge of
the upper and lower hinge cutouts of the forward entry door, related
investigative actions, and corrective action if necessary. This AD also
requires a preventive modification. This AD results from reports of
skin and bear strap cracks at hinge cutouts of the forward entry door.
We are issuing this AD to detect and correct cracks in the skin,
doubler, and bear strap at the hinge cutouts of the forward entry door,
which could result in rapid decompression of the airplane.
DATES: This AD becomes effective July 16, 2007.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of July 16,
2007.
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: Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
917-6577; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the airworthiness directive (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.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to all Boeing Model 727
airplanes. That NPRM was published in the Federal Register on June 14,
2005 (70 FR 34405). That NPRM proposed to require repetitive
inspections for cracks of the body skin, doubler, and bear strap at the
forward edge of the upper and lower hinge cutouts of the forward entry
door, related investigative actions, and corrective action if
necessary. That NPRM also proposed to require a preventive
modification.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Request To Refer to Latest Revision of Service Bulletin
Boeing requests that we refer to Boeing Service Bulletin 727-
53A0198, Revision 3, dated October 2, 2006, in the NPRM (Revision 2,
dated October 30, 2003, was the latest version of the service bulletin
at the time the NPRM was issued and was referred to as the appropriate
source of service information for doing the actions specified in the
NPRM). Boeing states that Revision 3 of the service bulletin clarifies
details described in the NPRM but does not increase the scope of the
final rule. Boeing concludes that use of Revision 3 would necessitate
fewer clarifying comments.
We have reviewed Revision 3 of the service bulletin and concur with
Boeing's assessment. Revision 3 provides the following information:
Corrects and clarifies fastener symbols in Figures 2, 4,
5, and 6, and revises the fastener code ``F'' to ``D'' where
applicable.
Changes fastener part numbers and quantities in the
Materials section to agree with data specified in Figures 2, 4, 5, and
6.
Adds more data to Paragraph 1.E., ``Compliance,'' and
Table 1 in Appendix A to give more detail about airplane conditions,
thresholds, and subsequent work.
Clarifies inspection and repeat inspection data in
paragraph 3.B. of the Work Instructions.
[[Page 31979]]
We have revised the final rule to refer to Revision 3 of the
service bulletin as the appropriate source of service information for
doing the required actions. We have also revised the descriptions of
the actions specified in paragraphs (h) and (i) of the final rule to
parallel the new descriptions in Revision 3 of the service bulletin. We
have also clarified the inspection area specified in paragraph (g) of
the final rule.
We also removed paragraph (n) of the NPRM from the final rule (and
re-identified subsequent paragraphs accordingly) because the
information specified in paragraph (n) of the NPRM is now included in
Revision 3 of the service bulletin.
We have also added new paragraph (o) to the final rule to allow
credit for actions done in accordance with Boeing Alert Service
Bulletin 727-53A0198, Revision 2, dated October 30, 2003.
Request To Revise Grace Period in Paragraph (j) of the NPRM
Boeing requests that we revise the grace period specified in
paragraph (j) of the NPRM for the preventive modification from ``within
3,000 flight cycles after the effective date of this AD'' to ``within
the earlier of 4 years or 7,200 flight cycles after the effective date
of this AD.'' Boeing states the new grace period would match the grace
period specified in AD 90-06-09, amendment 39-6488 (55 FR 8370, March
7, 1990), which mandates airplane modification requirements. Boeing
notes that the ``preventive modification requirement is based on
Structures Task Group (STG) recommendations found in Boeing Document
D6-54860 per AD 90-06-09.'' Boeing states that the 4-year grace period
specified in AD 90-06-09 allows operators to schedule airplane
modifications during major maintenance checks.
We agree to revise the grace period. AD 90-06-09 and this final
rule require certain airplane modifications at 60,000 flight cycles.
Coordinating the grace period allows operators to schedule the airplane
modifications at the same time. We have determined that extending the
grace period, as recommended by the manufacturer, will not adversely
affect safety. We have revised the grace period in paragraph (j) of
this final rule from ``within 3,000 flight cycles after the effective
date of this AD'' to ``within 48 months or 7,200 flight cycles, after
the effective date of this AD, whichever occurs earlier.''
Request to Revise References to Fillers and Shims
Boeing requests that we revise paragraph (h)(1) of the NPRM from
``if the filler or shim is missing'' to ``if the filler is not
present'' and that we revise paragraph (h)(2) of the NPRM from ``if the
filler and shim are not missing'' to ``if the filler is present.''
Boeing also requests that we make these same changes in two paragraphs
of the Relevant Service Information section of the NPRM. Boeing states
that the inspection is made to determine if the filler is present or
not, which is easier to understand than determining if it is missing or
not missing. Boeing also states that references to a shim may be
confusing because the service bulletin specifies that a filler is what
is to be installed. Boeing notes that local shims may have been
installed to allow local fit-up; however, a filler is considerably
larger and is required for the quality of the general repair
accomplishment.
We agree because of the reasons stated by the commenter. We have
revised paragraphs (h)(1) and (h)(2) of the final rule accordingly. We
have also revised paragraph (h) of the final rule to remove the
reference to the shim. We have also added a clarification in paragraph
(h) that airplanes on which the actions specified in Boeing Service
Bulletin 727-53-0198, Revision 1, dated July 25, 1991, have been done
do not need the inspection to determine if a filler was installed.
However, because the Relevant Service Information section of the
NPRM is not restated in the final rule, we have not changed the final
rule in that regard.
Request To Specify Modification Installation
Boeing requests that we revise paragraphs (h)(1)(i) and (h)(2)(i)
of the NPRM to include ``install modification'' in the description of
the action; i.e., ``* * * oversize the fastener holes and install
modification in accordance with * * *.'' Boeing states that it is
clearer to complete the information to include the modification
installation beyond just inspecting and oversizing the fastener holes.
We partially agree with the commenter. We agree that adding
installation information will communicate more completely the
requirements of the final rule. However, instead of adding ``install
modification'' to the description in paragraphs (h)(1)(i) and (h)(2)(i)
of the final rule, we have added the phrase ``and re-install the repair
or preventive modification'' to those paragraphs to clarify that it
could be either a repair or modification that is being re-installed.
Request To Clarify Reason for Modification
Boeing requests that we revise the ``FAA's Determination and
Requirements of the Proposed AD'' section of the NPRM to clarify the
reason we are requiring the modification. Boeing suggests that the
statement that the preventive modification will be required should be
revised to include the following: ``[The] preventive modification
requirement is based on Structures Task Group (STG) recommendations
found in Boeing Document D6-54860 per AD 90-06-09.''
We agree with the commenter that its statement provides a rationale
for the preventive modification requirements of the final rule.
However, because the ``FAA's Determination and Requirements of the
Proposed AD'' section of the NPRM is not restated in the final rule, we
have not changed the final rule in this regard.
Request To Revise Paragraphs (o) and (p) of the NPRM
Boeing requests that paragraph (o) of the NPRM be revised to more
clearly state the actions or integrate the thresholds into paragraph
(p) of the NPRM. Boeing states that paragraphs (o)(1) and (o)(2) of the
NPRM are incomplete and that paragraph (o)(1) of the NPRM includes a
sentence that is more of a clarification that belongs in paragraph (o)
of the NPRM.
We agree that although paragraphs (o) and (p) of the NPRM are
functional, the paragraphs could be revised for clarity. The initial
and repetitive inspections that are specified in paragraphs (o) and (p)
of the final rule are to be done after a repair or modification has
been done.
For clarity, we have added the repetitive inspections to paragraph
(i) of the final rule. Paragraph (i) of the final rule specifies to do
the initial inspections after a repair or modification is accomplished.
As a result of these changes, we have removed paragraphs (o) and (p) of
the NPRM from the final rule (and re-identified subsequent paragraphs
accordingly).
We have also revised paragraph (p)(4) of the final rule (which we
referred to as paragraph (r)(2) in the NPRM) to refer to paragraph (i)
of the final rule as the method of compliance to paragraph (g) of AD
98-11-03 R1, amendment 39-10983.
[[Page 31980]]
Clarification of Unsafe Condition Statement
We have revised the unsafe condition statement in the summary and
in paragraph (d) of this final rule. In addition to detecting and
correcting cracks in the skin and bear strap at the hinge cutouts of
the forward entry door, this final rule is also issued to detect and
correct cracks in the doubler. We have revised the unsafe condition
statement accordingly. The actions specified in the NPRM were adequate;
however, the unsafe condition did not specify all the areas that were
proposed to be inspected. We are not expanding the scope in the final
rule.
Clarification of Alternative Method of Compliance (AMOC) Paragraph
We have revised paragraph (p) of this final rule to clarify the
appropriate procedure for notifying the principal inspector before
using any approved AMOC on any airplane to which the AMOC applies.
We have also revised paragraph (p) of this 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 Commercial Airplanes
Delegation Option Authorization Organization whom we have authorized to
make such findings. We have simplified paragraph (m)(2) of this final
rule by referring to paragraph (p) of this final rule for repair
methods.
Conclusion
We have carefully reviewed the available data, including the
comments 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
There are about 1,015 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this AD.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Average Number of
Action Work labor rate Cost per airplane U.S. Fleet cost
hours per hour airplanes
----------------------------------------------------------------------------------------------------------------
Inspection....................... 7 $80 $560, per 589 $329,840, per
inspection cycle. inspection cycle.
Preventive modification.......... 40 80 $3,200............. 589 $1,884,800.
----------------------------------------------------------------------------------------------------------------
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):
2007-12-14 Boeing: Amendment 39-15092. Docket No. FAA-2005-21434;
Directorate Identifier 2004-NM-75-AD.
Effective Date
(a) This AD becomes effective July 16, 2007.
Affected ADs
(b) None
Applicability
(c) This AD applies to all Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F series airplanes, certificated in any
category.
Unsafe Condition
(d) This AD was prompted by reports of skin and bear strap
cracks at hinge cutouts of the forward entry door. We are issuing
this AD to detect and correct cracks in the skin, doubler, and bear
strap at the hinge cutouts of the forward entry door, which 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 Reference
(f) The term ``the service bulletin,'' as used in this AD, means
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2,
2006. Although the service bulletin referenced in this AD specifies
to submit certain information to the manufacturer, this AD does not
include that requirement.
[[Page 31981]]
Initial and Repetitive Inspections for Airplanes on Which No Actions
Have Been Done
(g) For airplanes on which no repair or preventive modification
has been done before the effective date of this AD in accordance
with Boeing Service Bulletin 727-53-0198, dated January 11, 1990;
Boeing Service Bulletin 727-53-0198, Revision 1, dated July 25,
1991; Boeing Alert Service Bulletin 727-53A0198, Revision 2, dated
October 30, 2003; or Boeing Service Bulletin 727-53A0198, Revision
3, dated October 2, 2006: Within 3,000 flight cycles after the
effective date of this AD, do detailed and high frequency eddy
current (HFEC) inspections for cracks of the skin, doubler, and bear
strap at the upper and lower hinge cutout of the forward entry door
in accordance with the Accomplishment Instructions of Boeing Service
Bulletin 727-53A0198, Revision 3, dated October 2, 2006.
(1) If no crack is found, before further flight, apply finishes
in accordance with the Accomplishment Instructions of the service
bulletin and repeat the inspections required by paragraph (g) of
this AD thereafter at intervals not to exceed 3,000 flight cycles,
until the preventive modification required by paragraph (j) of this
AD or a repair required by paragraph (m) of this AD is done.
(2) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
Inspections for Airplanes on Which Certain Actions Have Been Done
(h) For airplanes on which any repair or preventive modification
has been done before the effective date of this AD in accordance
with Boeing Service Bulletin 727-53-0198, dated January 11, 1990; or
in accordance with Boeing Service Bulletin 727-53-0198, Revision 1,
dated July 25, 1991, and on which the existing fastener holes were
not HFEC inspected and oversized by 1/16 of an inch in accordance
with step 3.B.9. of the Accomplishment Instructions of Boeing Alert
Service Bulletin 727-53A0198, Revision 2, dated October 30, 2003, or
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2,
2006: Within 12,000 flight cycles after the repair or preventive
modification was done or within 3,000 flight cycles after the
effective date of this AD, whichever is later, do a detailed
inspection to determine if a filler was installed below the S-10 lap
joint common to the upper hinge cutout, an internal HFEC inspection
for cracks of the bear strap, and an external detailed inspection
for cracks of the repair or preventive modification and its
periphery, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2,
2006. Airplanes on which the actions specified in Boeing Service
Bulletin 727-53-0198, Revision 1, dated July 25, 1991, have been
done do not need the inspection to determine if a filler was
installed.
(1) For airplanes on which the filler is not present: Before
further flight, remove the external doubler, do detailed and HFEC
inspections for cracks at the hinge cutout areas specified in Figure
1 of the service bulletin, and do an HFEC inspection of the pre-
existing fastener holes for cracks, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 727-53A0198,
Revision 3, dated October 2, 2006.
(i) If no crack is found, before further flight, oversize the
fastener holes and re-install the repair or preventive modification
in accordance with the Accomplishment Instructions of the service
bulletin.
(ii) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
(2) For airplanes on which the filler is present and for
airplanes on which the actions specified in Boeing Service Bulletin
727-53-0198, Revision 1, dated July 25, 1991, have been done: Before
further flight, do an HFEC inspection of the pre-existing fastener
holes for cracks in accordance with the Accomplishment Instructions
of Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2,
2006.
(i) If no crack is found, before further flight, oversize the
fastener holes and, as applicable, re-install the repair or
preventive modification, in accordance with the Accomplishment
Instructions of the service bulletin.
(ii) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
Inspections for Airplanes On Which a Repair/Modification Has Been Done
(i) For airplanes identified in paragraphs (i)(1), (i)(2), and
(i)(3) of this AD: Within 40,000 flight cycles after the original
repair or preventive modification was done or within 3,000 flight
cycles after the effective date of this AD, whichever is later, do
an internal HFEC inspection of the bear strap and an external
detailed inspection for cracks of the repair or preventive
modification and its periphery in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 727-53A0198, Revision 3,
dated October 2, 2006. Repeat the HFEC inspection for cracks of the
bear strap thereafter at intervals not to exceed 20,000 flight
cycles. Repeat the detailed inspection for cracks of any repair and
preventive modification and its periphery thereafter at intervals
not to exceed 3,000 flight cycles. If any crack is found, before
further flight, do the repair specified in paragraph (m) of this AD.
(1) Airplanes on which any repair or preventive modification has
been done before the effective date of this AD in accordance with
Boeing Service Bulletin 727-53-0198, dated January 11, 1990; or
Revision 1, dated July 25, 1991. If a repair/preventative
modification has been done in accordance with the original issue or
Revision 1 of Boeing Service Bulletin 727-53-0198 and a repair/
preventative modification has been done in accordance with Revision
2 of Boeing Alert Service Bulletin 727-53A0198 or Revision 3 of
Boeing Service Bulletin 727-53A0198, the flight cycles must be
counted from the first repair/preventative modification.
(2) Airplanes on which any repair or preventive modification has
been done before the effective date of this AD in accordance with
Boeing Alert Service Bulletin 727-53A0198, Revision 2, dated October
30, 2003.
(3) Airplanes on which any repair or preventive modification has
been done in accordance with Boeing Service Bulletin 727-53A0198,
Revision 3, dated October 2, 2006.
Preventive Modification
(j) At the later of the times specified in paragraphs (j)(1) and
(j)(2) of this AD: Do the preventive modification (including HFEC
inspection) in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2,
2006. Doing the preventive modification terminates the repetitive
inspections required by paragraph (g)(1) of this AD.
(1) Before the accumulation of 60,000 total flight cycles.
(2) Within 48 months or 7,200 flight cycles, after the effective
date of this AD, whichever occurs earlier.
Note 1: Repairs or preventive modifications that were done using
Boeing Service Bulletin 727-53-0198, dated January 11, 1990; or
Revision 1, dated July 25, 1991; are not considered acceptable for
complying with the requirements of paragraph (j) of this AD.
(k) In lieu of the preventive modification required by paragraph
(j) of this AD, doing the applicable repair specified in paragraph
(m) of this AD is acceptable.
(l) In lieu of the preventive modification required by paragraph
(j) of this AD, doing the actions specified in paragraph (h) or (i)
of this AD is acceptable for the airplanes identified in those
paragraphs.
Repair
(m) If any crack is found during any inspection, preventive
modification, or repair required by this AD, before further flight,
do the applicable repair (including HFEC inspection) specified in
paragraph (m)(1) or (m)(2) of this AD, as applicable. Doing the
repair terminates the repetitive inspections required by paragraph
(g)(1) of this AD. Doing the repair is acceptable for compliance
with the requirements of paragraph (j) of this AD provided the
repair is done within the time specified in that paragraph.
(1) If the crack does not exceed the limits described in the
service bulletin, repair the crack in accordance with the applicable
procedures in the Accomplishment Instructions of Boeing Service
Bulletin 727-53A0198, Revision 3, dated October 2, 2006.
(2) If the crack exceeds the limits described in Boeing Service
Bulletin 727-53A0198, Revision 3, dated October 2, 2006, and the
service bulletin specifies to contact Boeing, or if the service
bulletin specifies to repair before further flight and contact
Boeing: Repair the crack using a method approved in accordance with
the procedures specified in paragraph (p) of this AD.
No Requirement To Contact Boeing
(n) Although paragraphs 3.B.9. and 3.B.10. of the Accomplishment
Instructions of Boeing Service Bulletin 727-53A0198, Revision 3,
dated October 2, 2006, specify to contact Boeing after repairing
cracks, this AD does not include that requirement.
[[Page 31982]]
Actions Accomplished According to Previous Issue of Service Bulletin
(o) Actions accomplished before the effective date of this AD in
accordance with Boeing Alert Service Bulletin 727-53A0198, Revision
2, dated October 30, 2003, are considered acceptable for compliance
with the corresponding action specified in this AD.
Alternative Methods of Compliance (AMOCs)
(p)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Commercial Airplanes
Delegation Option Authorization Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the repair must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD.
(4) The inspections specified in paragraph (i) of this AD are
approved as a method of compliance (MOC) to paragraph (g) of AD 98-
11-03 R1, amendment 39-10983, for the inspections of Structurally
Significant Items (SSI) F-13A and F-14A of Supplemental Structural
Inspection Document (SSID), D6-48040-1, affected by the repair or
modification. The MOC applies only to the areas inspected in
accordance with the service bulletin. All provisions of AD 98-11-03
R1 that are not specifically referenced in paragraphs (p)(4) and
(p)(5) of this AD remain fully applicable and must be complied with.
(5) For airplanes on which no repair or preventive modification
has been done in accordance with Boeing Service Bulletin 727-53-
0198, dated January 11, 1990; Boeing Service Bulletin 727-53-0198,
Revision 1, dated July 25, 1991; Boeing Alert Service Bulletin 727-
53A0198, Revision 2, dated October 30, 2003; or Boeing Service
Bulletin 727-53A0198, Revision 3, dated October 2, 2006: The
inspections and actions specified in paragraph (g) of this AD are
approved as a MOC to paragraph (c) of AD 98-11-03 R1 for the
inspections of SSI F-13A and F-14A of SSID, D6-48040-1. This MOC
applies only to the areas inspected in accordance with the service
bulletin. All other provisions of AD 98-11-03 R1 that are not
specifically referenced in paragraphs (p)(4) and (p)(5) of this AD
remain fully applicable and must be complied with.
Material Incorporated by Reference
(q) You must use Boeing Service Bulletin 727-53A0198, Revision
3, dated October 2, 2006, 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 this
document 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 FAA, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington; or at the National Archives
and Records Administration (NARA). For information on the
availability of this material at NARA, call 202-741-6030, or go to:
https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on May 25, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-10983 Filed 6-8-07; 8:45 am]
BILLING CODE 4910-13-P
