Airworthiness Directives; Boeing Model 727 Airplanes, 50705-50709 [E8-19137]
Download as PDF
<![CDATA[
Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations
thereafter at intervals not to exceed 24
months. Do all applicable related
investigative and corrective actions before
further flight.
(g) If any crack or corrosion is found during
any inspection required by paragraph (f) of
this AD, and Boeing 707 Special Attention
Service Bulletin 3524, dated July 18, 2007,
specifies to contact Boeing for appropriate
action: Before further flight, repair the
terminal fittings using a method approved in
accordance with the procedures specified in
paragraph (i) of this AD.
No Information Submission
(h) Although Boeing 707 Special Attention
Service Bulletin 3524, dated July 18, 2007,
specifies to submit information to the
manufacturer, this AD does not include that
requirement.
mstockstill on PROD1PC66 with RULES
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, ATTN:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; telephone (425) 917–6577; fax (425)
917–6590; 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.
Material Incorporated by Reference
(j) You must use Boeing 707 Special
Attention Service Bulletin 3524, dated July
18, 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 Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207.
(3) You may review copies of the service
information incorporated by reference 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/
code_of_federal_regulations/
ibr_locations.html.
VerDate Aug<31>2005
16:19 Aug 27, 2008
Jkt 214001
Issued in Renton, Washington, on August
6, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–19136 Filed 8–27–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–0223; Directorate
Identifier 2007–NM–156–AD; Amendment
39–15652; AD 2008–17–14]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 727 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Boeing Model
727 series airplanes. That AD currently
requires repetitive inspections to detect
cracks and loose brackets of the elevator
rear spar, and corrective actions if
necessary. The existing AD also
provides for an optional terminating
action for the repetitive inspections.
This new AD reduces the repetitive
intervals of the inspections, mandates
the previously optional terminating
action for the repetitive inspections, and
no longer allows stop-drilling. This AD
results from new reports of cracks,
elongated fastener holes, and loose
fittings of the elevator rear spar. We are
issuing this AD to prevent cracking of
the elevator rear spar at the tab hinge
locations, which could cause excessive
freeplay of the elevator control tab and
possible tab flutter, and consequent loss
of control of the airplane.
DATES: This AD becomes effective
October 2, 2008.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of October 2, 2008.
On April 22, 1996 (61 FR 11529,
March 21, 1996), the Director of the
Federal Register approved the
incorporation by reference of Boeing
Service Bulletin 727–55–0089, dated
June 29, 1995.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
SUMMARY:
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
50705
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
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:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 96–06–05, amendment
39–9542 (61 FR 11529, March 21, 1996).
The existing AD applies to certain
Boeing Model 727 series airplanes. That
NPRM was published in the Federal
Register on November 23, 2007 (72 FR
65678). That NPRM proposed to require
repetitive inspections to detect cracks
and loose brackets of the elevator rear
spar, and corrective actions if necessary.
The NPRM also proposed to reduce the
repetitive intervals of the inspections,
mandate the previously optional
terminating action for the repetitive
inspection, and no longer allow stopdrilling.
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 Extend Compliance Time
for Terminating Action (Spar
Replacement)
Several commenters (Boeing,
Champion Air, DHL, FedEx, and
ReadyJetGo) request that we extend the
compliance time (18 months) for the
terminating action specified in the
NPRM. Boeing, Champion Air, and
ReadyJetGo request an extension from
18 months to 24 months; DHL requests
36 months; and FedEx requests 36
months or 3,600 flight hours, whichever
E:\FR\FM\28AUR1.SGM
28AUR1
50706
Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations
occurs later. The commenters request
the extension for the following reasons:
• The parts supply is limited.
Champion Air and FedEx note that
Boeing does not have any complete kits
available. Boeing estimates it will not
have any complete kits available until
October 1, 2008.
• An extension of the compliance
time would permit the spar replacement
to be done during most operators’
scheduled C-check maintenance
intervals, and at a maintenance facility
(FedEx), which is preferred due to the
work-hours and skills involved with the
modification.
• The number of cracks found during
accomplishment of inspections required
by AD 96–06–05 is low. Champion Air
notes it has had zero findings from 89
inspections. DHL reports 3 findings.
FedEx has documented 7 findings from
991 inspections.
• The repair of stop-drilled cracks in
combination with the current
inspections will maintain fleet safety
during this extended time period.
We partially agree with the
commenters’ request to extend the
compliance time for the terminating
replacement. We have determined that
24 months for the spar replacement will
not adversely affect safety. However, in
considering the other factors to extend
the compliance time (data submitted,
maintenance schedule differences, stopdrilling as a suggested repair method),
we found that those factors were not
sufficient to extend the compliance time
further.
In developing an appropriate
compliance time for this action, we
considered the urgency associated with
the subject unsafe condition, the
availability of required parts, and the
practical aspect of accomplishing the
required action within a period of time
that corresponds to the normal
scheduled maintenance for most
affected operators. We have confirmed
with Boeing that there is a parts supply
problem. We have determined that we
will extend the compliance time for the
spar replacement from 18 to 24 months
as recommended by the manufacturer
due to the parts supply problem. We
have revised paragraph (q) of this AD
accordingly.
Request To Change From CalendarBased to Use-Based Compliance Time
for Terminating Replacement
Champion Air notes that in the
‘‘Differences Between the Proposed AD
and Service Information’’ section in the
NPRM, we stated that a calendar time is
not appropriate for addressing problems
associated with fatigue. However, for
the terminating replacement, the NPRM
specifies a compliance time in terms of
months instead of hours or cycles.
We understand the comment and
while Champion Air does not request a
specific change, we consider that
clarification is appropriate. While most
initial and all repeat inspection times
specified in this AD are given in flight
hours because the inspections are
intended to find problems associated
with fatigue issues, the terminating
action (replacement) is intended to
ensure that there is not an undue
reliance on inspections to maintain the
safety of the fleet and to ensure that the
terminating action is accomplished
within an appropriate time period. We
have not changed the AD in this regard.
Request To Lengthen Inspection
Intervals
DHL requests that we lengthen the
repetitive inspection interval from 1,600
flight hours to 2,400 flight hours so that
the intervals match the heavy
maintenance intervals in their approved
maintenance program.
We do not agree with the commenter’s
request to lengthen the inspection
interval. In light of the inspection
results, and the analysis and
recommendation of the airplane
manufacturer, we have determined that
1,600 flight hours is an appropriate
repetitive inspection interval. However,
according to the provisions of paragraph
(s) of this AD, we might approve
requests to adjust the compliance time
if the request includes data that prove
the new compliance time would provide
an acceptable level of safety. We have
not changed the AD in this regard.
Request for Further Clarification on
Effect of Human Factors on Repetitive
Inspections
FedEx requests further clarification of
why the repetitive inspections required
by AD 96–06–05 are no longer
considered adequate. Such information
could be used to better evaluate FedEx’s
current maintenance program. FedEx
notes that the NPRM states ‘‘human
factors associated with numerous
continual inspections’’ have led to an
emphasis on design change.
As discussed in the ‘‘Actions Since
Existing AD Was Issued’’ section of the
NPRM, which is not repeated in this
final rule, we determined that the
existing long-term repetitive inspections
do not provide an acceptable level of
safety. This determination, in part, is
based on a better understanding of the
human factors element that errors do
occur when associated with numerous
continual inspections. This has led us to
consider placing less emphasis on
inspections and more emphasis on
design improvements. Therefore, for
consistency with our policy, we have
determined that it is necessary to
require modifications to adequately
address the identified unsafe condition
of this AD rather than continued
reliance on inspections.
In regard to FedEx’s request for
further information to assist the
evaluation of their maintenance
program, we have determined that this
request would be best posed to their
FAA Principal Maintenance Inspector.
We have not changed the AD in this
regard.
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
change described previously. We have
determined that this change will neither
increase the economic burden on any
operator nor increase the scope of the
AD.
Costs of Compliance
There are about 815 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
mstockstill on PROD1PC66 with RULES
Action
Work hours
Detailed Inspection (required by AD 96–06–05).
VerDate Aug<31>2005
16:19 Aug 27, 2008
Average
labor rate
per hour
17
Jkt 214001
$80
PO 00000
Parts
None ...........
Frm 00006
Fmt 4700
Cost per airplane
$1,360, per inspection
cycle.
Sfmt 4700
E:\FR\FM\28AUR1.SGM
Number of
U.S.-registered airplanes
448
28AUR1
Fleet cost
$609,280, per inspection
cycle.
Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations
50707
ESTIMATED COSTS—Continued
Action
Average
labor rate
per hour
Work hours
Terminating action (new
action).
416
$80
Cost per airplane
$14,975 .......
$48,255 ............................
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
mstockstill on PROD1PC66 with RULES
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.
VerDate Aug<31>2005
16:19 Aug 27, 2008
Jkt 214001
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 removing amendment 39–9542 (61
FR 11529, March 21, 1996) and by
adding the following new airworthiness
directive (AD):
I
2008–17–14 Boeing: Amendment 39–15652.
Docket No. FAA–2007–0223; Directorate
Identifier 2007–NM–156–AD.
Effective Date
(a) This AD becomes effective October 2,
2008.
Affected ADs
(b) This AD supersedes AD 96–06–05.
Applicability
(c) This AD applies to Boeing Model 727,
727C, 727–100, 727–100C, 727–200, and
727–200F series airplanes, certificated in any
category, as identified in Boeing Service
Bulletin 727–55–0089, Revision 1, dated
March 2, 2000.
Unsafe Condition
(d) This AD results from new reports of
cracks, elongated fastener holes, and loose
fittings of the elevator rear spar. We are
issuing this AD to prevent cracking of the
elevator rear spar at the tab hinge locations,
which could cause excessive freeplay of the
elevator control tab and possible tab flutter,
and consequent loss of control 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.
Requirements of AD 96–06–05
Repetitive Inspections and Follow-On
Actions
(f) For airplanes on which the modification
or repair described in Boeing Service Bulletin
727–55–0085, dated August 31, 1984
PO 00000
Number of
U.S.-registered airplanes
Parts
Frm 00007
Fmt 4700
Sfmt 4700
448
Fleet cost
$21,618,240
(specified as terminating action in AD 84–
22–02, amendment 39–4951), has not been
accomplished and the repetitive inspections
required by AD 84–22–02 have not been
initiated: Prior to the accumulation of 8,000
total flight hours since date of manufacture,
or within 300 flight hours after April 22,
1996 (the effective date of AD 96–06–05),
whichever occurs later, perform a detailed
inspection to detect cracks and loose hinge
brackets of the elevator rear spar in the area
along the upper and lower edges at the shear
plate, in accordance with Boeing Service
Bulletin 727–55–0089, dated June 29, 1995.
Then accomplish the follow-on actions (i.e.,
repetitive inspections, stop-drilling,
modification) in accordance with that service
bulletin, at the times specified as follows:
Note 1: 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.’’
Note 2: AD 84–22–02 pertains to the onepiece elevator rear spar.
(1) Repeat the detailed inspection
thereafter at intervals not to exceed 1,600
flight hours.
(2) If any crack is detected and stop-drilled
as a result of any inspection required by this
paragraph, accomplish the requirements of
paragraph (l) of this AD, except as provided
by paragraph (o) of this AD, at the times
specified in paragraph (l) of this AD.
Repetitive Inspections and Follow-On
Actions
(g) For airplanes on which the modification
or repair described in Boeing Service Bulletin
727–55–0085, dated August 31, 1984
(specified as terminating action in AD 84–
22–02), has not been accomplished and the
repetitive inspections required by AD 84–22–
02 have been initiated: Accomplish either
paragraph (g)(1) or (g)(2) of this AD, as
applicable.
(1) If no crack has been detected as a result
of inspections required by AD 84–22–02:
Within 1,600 flight hours after the last
inspection required by that AD, perform a
detailed inspection to detect cracks and loose
brackets of the elevator rear spar in the area
along the upper and lower edges at the shear
plate, in accordance with the Boeing Service
Bulletin 727–55–0089, dated June 29, 1995.
Accomplish follow-on actions (i.e., repetitive
inspection, stop-drilling, modification) in
accordance with that service bulletin, except
E:\FR\FM\28AUR1.SGM
28AUR1
mstockstill on PROD1PC66 with RULES
50708
Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations
as provided by paragraph (o) of this AD, at
the times specified as follows:
(i) Repeat the detailed inspection thereafter
at intervals not to exceed 1,600 flight hours.
(ii) If any crack is detected and stop-drilled
as a result of any inspection required by this
paragraph, accomplish the requirements of
paragraph (l) of this AD, except as provided
by paragraph (o) of this AD, at the times
specified in paragraph (l) of this AD.
(2) If any crack has been stop-drilled in
accordance with AD 84–22–02, accomplish
the requirements of paragraph (l) of this AD,
except as provided by paragraph (o) of this
AD, at the times specified in paragraph (l) of
this AD.
(h) For airplanes on which the
modification or repair described in Boeing
Service Bulletin 727–55–0085, dated August
31, 1984 (specified as terminating action in
AD 84–22–02, amendment 39–4951), has
been accomplished: Within 4,000 flight hours
after April 22, 1996, perform a detailed
inspection to detect cracks and loose hinge
brackets of the elevator rear spar in the area
along the upper and lower edges at the shear
plate, in accordance with Boeing Service
Bulletin 727–55–0089, dated June 29, 1995.
Accomplish follow-on actions (i.e., repetitive
inspections, stop-drilling, modification) in
accordance with that service bulletin, except
as provided by paragraph (o) of this AD, at
the times specified as follows:
(1) Repeat the detailed inspection
thereafter at intervals not to exceed 4,000
flight hours, except as provided by paragraph
(n) of this AD.
(2) If any crack is detected and stop-drilled
as a result of any inspection required by this
paragraph, accomplish the requirements of
paragraph (l) of this AD, except as provided
by paragraph (o) of this AD, at the times
specified in paragraph (l) of this AD.
(i) For airplanes on which the modification
or repair described in Boeing Service Bulletin
727–55–087, dated June 20, 1986 (specified
as terminating action in AD 87–24–03,
amendment 39–5769), has not been
accomplished and the repetitive inspections
required by AD 87–24–03 have not been
initiated: Accomplish the requirements of
paragraph (i)(1) of this AD at the earliest of
the times specified in paragraph (i)(2) of this
AD.
Note 3: AD 87–24–03 pertains to the twopiece elevator rear spar.
(1) Perform a detailed inspection to detect
cracks and loose hinge brackets of the
elevator rear spar in the area along the upper
and lower edges at the shear plate, at the
earliest of the times specified in paragraph
(i)(2) of this AD, and in accordance with
Boeing Service Bulletin 727–55–0089, dated
June 29, 1995. Accomplish follow-on actions
(i.e., repetitive inspection, stop-drilling,
modification) in accordance with that service
bulletin, at the times specified as follows:
(i) Repeat the detailed inspection thereafter
at intervals not to exceed 4,000 flight hours,
except as provided by paragraph (n) of this
AD.
(ii) If any crack is detected and stop-drilled
as a result of any inspection required by this
paragraph, accomplish the requirements of
paragraph (l) of this AD, except as provided
by paragraph (o) of this AD, at the times
specified in paragraph (l) of this AD.
VerDate Aug<31>2005
16:19 Aug 27, 2008
Jkt 214001
(2) Accomplish the initial detailed
inspection required by paragraph (i)(1) of this
AD at the earliest of the following times:
(i) Prior to the accumulation of 27,000 total
flight hours since date of manufacture, or
within 4,000 flight hours after December 24,
1987 (the effective date of AD 87–24–03),
whichever occurs later; or
(ii) Prior to the accumulation of 12,000
total flight hours since date of manufacture,
or within 4,000 flight hours after April 22,
1996, whichever occurs later; or
(iii) Prior to the accumulation of 27,300
total flight hours since date of manufacture,
or within 300 flight hours after April 22,
1996, whichever occurs later.
(j) For airplanes on which the modification
or repair described in Boeing Service Bulletin
727–55–087, dated June 20, 1986 (specified
as terminating action in AD 87–24–03), has
not been accomplished and the repetitive
inspections required by AD 87–24–03 have
been initiated: Accomplish either paragraph
(j)(1) or (j)(2) of this AD, as applicable.
(1) If no crack has been detected as a result
of inspections required by AD 87–24–03:
Within 4,000 flight hours after the last
inspection required by that AD, perform a
detailed inspection to detect cracks and loose
brackets of the elevator rear spar in the area
along the upper and lower edges at the shear
plate, in accordance with Boeing Service
Bulletin 727–55–0089, dated June 29, 1995,
except as provided by paragraph (m) of this
AD. Accomplish follow-on actions (i.e.,
repetitive inspection, stop-drilling,
modification) in accordance with that service
bulletin, except as provided by paragraph (o)
of this AD, at the times specified as follows:
(i) Repeat the detailed inspection thereafter
at intervals not to exceed 4,000 flight hours,
except as provided by paragraph (n) of this
AD.
(ii) If any crack is detected and stop-drilled
as a result of any inspection required by
paragraph (j)(1) of this AD, accomplish the
requirements of paragraph (l) of this AD,
except as provided by paragraph (o) of this
AD, at the times specified in paragraph (l) of
this AD.
(2) If any crack has been detected and stopdrilled in accordance with AD 87–24–03,
accomplish the requirements of paragraph (l)
of this AD, except as provided by paragraph
(o) of this AD, at the times specified in
paragraph (l) of this AD.
(k) For airplanes on which the
modification or repair described in Boeing
Service Bulletin 727–55–087, dated June 20,
1986 (specified as terminating action in AD
87–24–03), has been accomplished: Within
4,000 flight hours after April 22, 1996,
perform a detailed inspection to detect cracks
and loose hinge brackets of the elevator rear
spar in the area along the upper and lower
edges at the shear plate, in accordance with
Boeing Service Bulletin 727–55–0089, dated
June 29, 1995. Accomplish follow-on actions
(i.e., repetitive inspection, stop-drilling,
modification) in accordance with the service
bulletin, except as provided by paragraph (o)
of this AD, at the times specified as follows:
(1) Repeat the detailed inspection
thereafter at intervals not to exceed 4,000
flight hours, except as provided by paragraph
(n) of this AD.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
(2) If any crack is detected and stop-drilled
as a result of any inspection required by this
paragraph, accomplish the requirements of
paragraph (l) of this AD, except as provided
by paragraph (o) of this AD, at the times
specified in that paragraph.
(l) If any crack is detected and stop-drilled
in accordance with paragraph (f)(2), (g)(1)(ii),
(g)(2), (h)(2), (i)(1)(ii), (j)(1)(ii), (j)(2), or (k)(2)
of this AD, accomplish the following, except
as provided by paragraphs (o) and (p) of this
AD:
(1) Within 1,600 flight hours after stopdrilling, perform a detailed inspection to
detect cracks and loose hinge brackets of the
elevator rear spar in the area along the upper
and lower edges at the shear plate, and
accomplish follow-on actions (i.e., stopdrilling, modification) in accordance with the
service bulletin. If any crack growth is
detected after stop-drilling, prior to further
flight, modify the elevator rear spar in
accordance with Part II of the
Accomplishment Instructions of Boeing
Service Bulletin 727–55–0089, dated June 29,
1995. Accomplishment of this modification
constitutes terminating action for the
repetitive inspection requirements of this
AD.
(2) Within 3,200 flight hours after stopdrilling, modify the elevator rear spar in
accordance with Part II of the
Accomplishment Instructions of Boeing
Service Bulletin 727–55–0089, dated June 29,
1995. Accomplishment of this modification
constitutes terminating action for the
repetitive inspection requirements of this
AD.
New Actions Required by This AD
New Service Information
(m) As of the effective date of this AD, use
only the Accomplishment Instructions of
Boeing Service Bulletin 727–55–0089,
Revision 1, dated March 2, 2000, to do the
repetitive detailed inspections required by
this AD.
Certain Repetitive Inspections at Reduced
Intervals
(n) For airplanes being inspected at
intervals not to exceed 4,000 flight hours in
accordance with paragraphs (h)(1), (i)(1)(i),
(j)(1)(i), and (k)(1) of this AD: As of the
effective date of this AD, do those
inspections within 1,600 flight hours since
the last detailed inspection or 6 months after
the effective date of this AD, whichever
occurs later, and thereafter at intervals not to
exceed 1,600 flight hours.
Stop-Drilling Prohibited
(o) As of the effective date of this AD, stopdrilling required by paragraphs (f) through (l)
inclusive of this AD is prohibited.
Replacement of Cracked Rear Spars/Loose
Brackets
(p) As of the effective date of this AD, if
any cracked rear spar or loose bracket is
detected during any inspection required by
this AD, before further flight, do the
replacement specified in paragraph (q) of this
AD.
E:\FR\FM\28AUR1.SGM
28AUR1
Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations
Terminating Replacement
(q) Within 24 months after the effective
date of this AD, replace the elevator rear spar
with a new elevator rear spar and support
fittings, in accordance with Part II of the
Accomplishment Instructions of Boeing
Service Bulletin 727–55–0089, Revision 1,
dated March 2, 2000. Accomplishing the
replacement constitutes terminating action
for the requirements of this AD.
(r) Accomplishing the replacement before
the effective date of this AD in accordance
with Boeing Service Bulletin 727–55–0089,
dated June 29, 1995, is considered acceptable
for compliance with the corresponding action
specified in paragraph (q) of this AD.
mstockstill on PROD1PC66 with RULES
Alternative Methods of Compliance
(AMOCs)
(s)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, ATTN:
Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
ACO, 1601 Lind Avenue SW., Renton,
Washington 98057–3356; telephone (425)
917–6577; fax (425) 917–6590; 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) AMOCs approved previously in
accordance with AD 96–06–05 are approved
as AMOCs for the corresponding provisions
of this AD.
Material Incorporated by Reference
(t) You must use Boeing Service Bulletin
727–55–0089, dated June 29, 1995; or Boeing
Service Bulletin 727–55–0089, Revision 1,
dated March 2, 2000; as applicable; to
perform the actions that are required by this
AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
Boeing Service Bulletin 727–55–0089,
Revision 1, dated March 2, 2000, in
accordance with 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) On April 22, 1996 (61 FR 11529, March
21, 1996), the Director of the Federal Register
approved the incorporation by reference of
Boeing Service Bulletin 727–55–0089, dated
June 29, 1995.
(3) 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,
VerDate Aug<31>2005
16:19 Aug 27, 2008
Jkt 214001
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/ibrlocations.html.
Issued in Renton, Washington, on August
7, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–19137 Filed 8–27–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0046; Directorate
Identifier 2007–NM–270–AD; Amendment
39–15650; AD 2008–17–12]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A318, A319, A320, and A321 Series
Airplanes Equipped With Certain
Northrop Grumman (Formerly Litton)
Air Data Inertial Reference Units
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Airbus Model
A319, A320, and A321 series airplanes
equipped with certain Litton air data
inertial reference units (ADIRUs). That
AD currently requires modifying the
shelf (floor panel) above ADIRU 3,
modifying the polycarbonate guard that
covers the ADIRUs for certain airplanes,
and modifying the ladder located in the
avionics compartment for certain
airplanes. This new AD requires those
modifications on additional airplanes.
This new AD also requires replacing all
three ADIRUs with improved ADIRUs.
This new AD also adds Model A318
series airplanes to the applicability.
This AD results from reports that ‘‘NAV
IR FAULT’’ messages have occurred
during takeoff due to failure of an
ADIRU and subsequent analysis
showing that the shelf modification has
not sufficiently addressed failure of an
ADIRU. We are issuing this AD to
prevent failure of an ADIRU during
flight, which could result in loss of one
source of critical attitude and airspeed
data and reduce the ability of the
flightcrew to control the airplane.
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
50709
This AD becomes effective
October 2, 2008.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of October 2, 2008.
On January 27, 2004 (68 FR 74172,
December 23, 2003), the Director of the
Federal Register approved the
incorporation by reference of a certain
publication.
DATES:
For service information
identified in this AD, contact Airbus, 1
Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Tim
Dulin, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–2141; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2003–26–03, amendment
39–13399 (68 FR 74172, December 23,
2003). The existing AD applies to
certain Airbus Model A319, A320, and
A321 series airplanes equipped with
certain Litton air data inertial reference
units (ADIRUs). That NPRM was
published in the Federal Register on
January 24, 2008 (73 FR 4129). That
NPRM proposed to continue to require
modifying the shelf (floor panel) above
ADIRU 3, modifying the polycarbonate
guard that covers the ADIRUs for certain
airplanes, and modifying the ladder
located in the avionics compartment for
certain airplanes. That NPRM also
proposed to require those modifications
on additional airplanes. That NPRM
also proposed to require replacing all
three ADIRUs with improved ADIRUs.
That NPRM also proposed to add Model
E:\FR\FM\28AUR1.SGM
28AUR1
]]>Agencies
[Federal Register Volume 73, Number 168 (Thursday, August 28, 2008)]
[Rules and Regulations]
[Pages 50705-50709]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-19137]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-0223; Directorate Identifier 2007-NM-156-AD;
Amendment 39-15652; AD 2008-17-14]
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 superseding an existing airworthiness directive
(AD), which applies to certain Boeing Model 727 series airplanes. That
AD currently requires repetitive inspections to detect cracks and loose
brackets of the elevator rear spar, and corrective actions if
necessary. The existing AD also provides for an optional terminating
action for the repetitive inspections. This new AD reduces the
repetitive intervals of the inspections, mandates the previously
optional terminating action for the repetitive inspections, and no
longer allows stop-drilling. This AD results from new reports of
cracks, elongated fastener holes, and loose fittings of the elevator
rear spar. We are issuing this AD to prevent cracking of the elevator
rear spar at the tab hinge locations, which could cause excessive
freeplay of the elevator control tab and possible tab flutter, and
consequent loss of control of the airplane.
DATES: This AD becomes effective October 2, 2008.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of October 2,
2008.
On April 22, 1996 (61 FR 11529, March 21, 1996), the Director of
the Federal Register approved the incorporation by reference of Boeing
Service Bulletin 727-55-0089, dated June 29, 1995.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: 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:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 96-06-05, amendment 39-
9542 (61 FR 11529, March 21, 1996). The existing AD applies to certain
Boeing Model 727 series airplanes. That NPRM was published in the
Federal Register on November 23, 2007 (72 FR 65678). That NPRM proposed
to require repetitive inspections to detect cracks and loose brackets
of the elevator rear spar, and corrective actions if necessary. The
NPRM also proposed to reduce the repetitive intervals of the
inspections, mandate the previously optional terminating action for the
repetitive inspection, and no longer allow stop-drilling.
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 Extend Compliance Time for Terminating Action (Spar
Replacement)
Several commenters (Boeing, Champion Air, DHL, FedEx, and
ReadyJetGo) request that we extend the compliance time (18 months) for
the terminating action specified in the NPRM. Boeing, Champion Air, and
ReadyJetGo request an extension from 18 months to 24 months; DHL
requests 36 months; and FedEx requests 36 months or 3,600 flight hours,
whichever
[[Page 50706]]
occurs later. The commenters request the extension for the following
reasons:
The parts supply is limited. Champion Air and FedEx note
that Boeing does not have any complete kits available. Boeing estimates
it will not have any complete kits available until October 1, 2008.
An extension of the compliance time would permit the spar
replacement to be done during most operators' scheduled C-check
maintenance intervals, and at a maintenance facility (FedEx), which is
preferred due to the work-hours and skills involved with the
modification.
The number of cracks found during accomplishment of
inspections required by AD 96-06-05 is low. Champion Air notes it has
had zero findings from 89 inspections. DHL reports 3 findings. FedEx
has documented 7 findings from 991 inspections.
The repair of stop-drilled cracks in combination with the
current inspections will maintain fleet safety during this extended
time period.
We partially agree with the commenters' request to extend the
compliance time for the terminating replacement. We have determined
that 24 months for the spar replacement will not adversely affect
safety. However, in considering the other factors to extend the
compliance time (data submitted, maintenance schedule differences,
stop-drilling as a suggested repair method), we found that those
factors were not sufficient to extend the compliance time further.
In developing an appropriate compliance time for this action, we
considered the urgency associated with the subject unsafe condition,
the availability of required parts, and the practical aspect of
accomplishing the required action within a period of time that
corresponds to the normal scheduled maintenance for most affected
operators. We have confirmed with Boeing that there is a parts supply
problem. We have determined that we will extend the compliance time for
the spar replacement from 18 to 24 months as recommended by the
manufacturer due to the parts supply problem. We have revised paragraph
(q) of this AD accordingly.
Request To Change From Calendar-Based to Use-Based Compliance Time for
Terminating Replacement
Champion Air notes that in the ``Differences Between the Proposed
AD and Service Information'' section in the NPRM, we stated that a
calendar time is not appropriate for addressing problems associated
with fatigue. However, for the terminating replacement, the NPRM
specifies a compliance time in terms of months instead of hours or
cycles.
We understand the comment and while Champion Air does not request a
specific change, we consider that clarification is appropriate. While
most initial and all repeat inspection times specified in this AD are
given in flight hours because the inspections are intended to find
problems associated with fatigue issues, the terminating action
(replacement) is intended to ensure that there is not an undue reliance
on inspections to maintain the safety of the fleet and to ensure that
the terminating action is accomplished within an appropriate time
period. We have not changed the AD in this regard.
Request To Lengthen Inspection Intervals
DHL requests that we lengthen the repetitive inspection interval
from 1,600 flight hours to 2,400 flight hours so that the intervals
match the heavy maintenance intervals in their approved maintenance
program.
We do not agree with the commenter's request to lengthen the
inspection interval. In light of the inspection results, and the
analysis and recommendation of the airplane manufacturer, we have
determined that 1,600 flight hours is an appropriate repetitive
inspection interval. However, according to the provisions of paragraph
(s) of this AD, we might approve requests to adjust the compliance time
if the request includes data that prove the new compliance time would
provide an acceptable level of safety. We have not changed the AD in
this regard.
Request for Further Clarification on Effect of Human Factors on
Repetitive Inspections
FedEx requests further clarification of why the repetitive
inspections required by AD 96-06-05 are no longer considered adequate.
Such information could be used to better evaluate FedEx's current
maintenance program. FedEx notes that the NPRM states ``human factors
associated with numerous continual inspections'' have led to an
emphasis on design change.
As discussed in the ``Actions Since Existing AD Was Issued''
section of the NPRM, which is not repeated in this final rule, we
determined that the existing long-term repetitive inspections do not
provide an acceptable level of safety. This determination, in part, is
based on a better understanding of the human factors element that
errors do occur when associated with numerous continual inspections.
This has led us to consider placing less emphasis on inspections and
more emphasis on design improvements. Therefore, for consistency with
our policy, we have determined that it is necessary to require
modifications to adequately address the identified unsafe condition of
this AD rather than continued reliance on inspections.
In regard to FedEx's request for further information to assist the
evaluation of their maintenance program, we have determined that this
request would be best posed to their FAA Principal Maintenance
Inspector. We have not changed the AD in this regard.
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 change described
previously. We have determined that this change will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 815 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
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Average U.S.-
Action Work hours labor rate Parts Cost per airplane registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Detailed Inspection (required by AD 17 $80 None.................... $1,360, per inspection 448 $609,280, per
96-06-05). cycle. inspection cycle.
[[Page 50707]]
Terminating action (new action)...... 416 $80 $14,975................. $48,255................ 448 $21,618,240
--------------------------------------------------------------------------------------------------------------------------------------------------------
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
removing amendment 39-9542 (61 FR 11529, March 21, 1996) and by adding
the following new airworthiness directive (AD):
2008-17-14 Boeing: Amendment 39-15652. Docket No. FAA-2007-0223;
Directorate Identifier 2007-NM-156-AD.
Effective Date
(a) This AD becomes effective October 2, 2008.
Affected ADs
(b) This AD supersedes AD 96-06-05.
Applicability
(c) This AD applies to Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F series airplanes, certificated in any
category, as identified in Boeing Service Bulletin 727-55-0089,
Revision 1, dated March 2, 2000.
Unsafe Condition
(d) This AD results from new reports of cracks, elongated
fastener holes, and loose fittings of the elevator rear spar. We are
issuing this AD to prevent cracking of the elevator rear spar at the
tab hinge locations, which could cause excessive freeplay of the
elevator control tab and possible tab flutter, and consequent loss
of control 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.
Requirements of AD 96-06-05
Repetitive Inspections and Follow-On Actions
(f) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984
(specified as terminating action in AD 84-22-02, amendment 39-4951),
has not been accomplished and the repetitive inspections required by
AD 84-22-02 have not been initiated: Prior to the accumulation of
8,000 total flight hours since date of manufacture, or within 300
flight hours after April 22, 1996 (the effective date of AD 96-06-
05), whichever occurs later, perform a detailed inspection to detect
cracks and loose hinge brackets of the elevator rear spar in the
area along the upper and lower edges at the shear plate, in
accordance with Boeing Service Bulletin 727-55-0089, dated June 29,
1995. Then accomplish the follow-on actions (i.e., repetitive
inspections, stop-drilling, modification) in accordance with that
service bulletin, at the times specified as follows:
Note 1: 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.''
Note 2: AD 84-22-02 pertains to the one-piece elevator rear
spar.
(1) Repeat the detailed inspection thereafter at intervals not
to exceed 1,600 flight hours.
(2) If any crack is detected and stop-drilled as a result of any
inspection required by this paragraph, accomplish the requirements
of paragraph (l) of this AD, except as provided by paragraph (o) of
this AD, at the times specified in paragraph (l) of this AD.
Repetitive Inspections and Follow-On Actions
(g) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984
(specified as terminating action in AD 84-22-02), has not been
accomplished and the repetitive inspections required by AD 84-22-02
have been initiated: Accomplish either paragraph (g)(1) or (g)(2) of
this AD, as applicable.
(1) If no crack has been detected as a result of inspections
required by AD 84-22-02: Within 1,600 flight hours after the last
inspection required by that AD, perform a detailed inspection to
detect cracks and loose brackets of the elevator rear spar in the
area along the upper and lower edges at the shear plate, in
accordance with the Boeing Service Bulletin 727-55-0089, dated June
29, 1995. Accomplish follow-on actions (i.e., repetitive inspection,
stop-drilling, modification) in accordance with that service
bulletin, except
[[Page 50708]]
as provided by paragraph (o) of this AD, at the times specified as
follows:
(i) Repeat the detailed inspection thereafter at intervals not
to exceed 1,600 flight hours.
(ii) If any crack is detected and stop-drilled as a result of
any inspection required by this paragraph, accomplish the
requirements of paragraph (l) of this AD, except as provided by
paragraph (o) of this AD, at the times specified in paragraph (l) of
this AD.
(2) If any crack has been stop-drilled in accordance with AD 84-
22-02, accomplish the requirements of paragraph (l) of this AD,
except as provided by paragraph (o) of this AD, at the times
specified in paragraph (l) of this AD.
(h) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984
(specified as terminating action in AD 84-22-02, amendment 39-4951),
has been accomplished: Within 4,000 flight hours after April 22,
1996, perform a detailed inspection to detect cracks and loose hinge
brackets of the elevator rear spar in the area along the upper and
lower edges at the shear plate, in accordance with Boeing Service
Bulletin 727-55-0089, dated June 29, 1995. Accomplish follow-on
actions (i.e., repetitive inspections, stop-drilling, modification)
in accordance with that service bulletin, except as provided by
paragraph (o) of this AD, at the times specified as follows:
(1) Repeat the detailed inspection thereafter at intervals not
to exceed 4,000 flight hours, except as provided by paragraph (n) of
this AD.
(2) If any crack is detected and stop-drilled as a result of any
inspection required by this paragraph, accomplish the requirements
of paragraph (l) of this AD, except as provided by paragraph (o) of
this AD, at the times specified in paragraph (l) of this AD.
(i) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-087, dated June 20, 1986
(specified as terminating action in AD 87-24-03, amendment 39-5769),
has not been accomplished and the repetitive inspections required by
AD 87-24-03 have not been initiated: Accomplish the requirements of
paragraph (i)(1) of this AD at the earliest of the times specified
in paragraph (i)(2) of this AD.
Note 3: AD 87-24-03 pertains to the two-piece elevator rear
spar.
(1) Perform a detailed inspection to detect cracks and loose
hinge brackets of the elevator rear spar in the area along the upper
and lower edges at the shear plate, at the earliest of the times
specified in paragraph (i)(2) of this AD, and in accordance with
Boeing Service Bulletin 727-55-0089, dated June 29, 1995. Accomplish
follow-on actions (i.e., repetitive inspection, stop-drilling,
modification) in accordance with that service bulletin, at the times
specified as follows:
(i) Repeat the detailed inspection thereafter at intervals not
to exceed 4,000 flight hours, except as provided by paragraph (n) of
this AD.
(ii) If any crack is detected and stop-drilled as a result of
any inspection required by this paragraph, accomplish the
requirements of paragraph (l) of this AD, except as provided by
paragraph (o) of this AD, at the times specified in paragraph (l) of
this AD.
(2) Accomplish the initial detailed inspection required by
paragraph (i)(1) of this AD at the earliest of the following times:
(i) Prior to the accumulation of 27,000 total flight hours since
date of manufacture, or within 4,000 flight hours after December 24,
1987 (the effective date of AD 87-24-03), whichever occurs later; or
(ii) Prior to the accumulation of 12,000 total flight hours
since date of manufacture, or within 4,000 flight hours after April
22, 1996, whichever occurs later; or
(iii) Prior to the accumulation of 27,300 total flight hours
since date of manufacture, or within 300 flight hours after April
22, 1996, whichever occurs later.
(j) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-087, dated June 20, 1986
(specified as terminating action in AD 87-24-03), has not been
accomplished and the repetitive inspections required by AD 87-24-03
have been initiated: Accomplish either paragraph (j)(1) or (j)(2) of
this AD, as applicable.
(1) If no crack has been detected as a result of inspections
required by AD 87-24-03: Within 4,000 flight hours after the last
inspection required by that AD, perform a detailed inspection to
detect cracks and loose brackets of the elevator rear spar in the
area along the upper and lower edges at the shear plate, in
accordance with Boeing Service Bulletin 727-55-0089, dated June 29,
1995, except as provided by paragraph (m) of this AD. Accomplish
follow-on actions (i.e., repetitive inspection, stop-drilling,
modification) in accordance with that service bulletin, except as
provided by paragraph (o) of this AD, at the times specified as
follows:
(i) Repeat the detailed inspection thereafter at intervals not
to exceed 4,000 flight hours, except as provided by paragraph (n) of
this AD.
(ii) If any crack is detected and stop-drilled as a result of
any inspection required by paragraph (j)(1) of this AD, accomplish
the requirements of paragraph (l) of this AD, except as provided by
paragraph (o) of this AD, at the times specified in paragraph (l) of
this AD.
(2) If any crack has been detected and stop-drilled in
accordance with AD 87-24-03, accomplish the requirements of
paragraph (l) of this AD, except as provided by paragraph (o) of
this AD, at the times specified in paragraph (l) of this AD.
(k) For airplanes on which the modification or repair described
in Boeing Service Bulletin 727-55-087, dated June 20, 1986
(specified as terminating action in AD 87-24-03), has been
accomplished: Within 4,000 flight hours after April 22, 1996,
perform a detailed inspection to detect cracks and loose hinge
brackets of the elevator rear spar in the area along the upper and
lower edges at the shear plate, in accordance with Boeing Service
Bulletin 727-55-0089, dated June 29, 1995. Accomplish follow-on
actions (i.e., repetitive inspection, stop-drilling, modification)
in accordance with the service bulletin, except as provided by
paragraph (o) of this AD, at the times specified as follows:
(1) Repeat the detailed inspection thereafter at intervals not
to exceed 4,000 flight hours, except as provided by paragraph (n) of
this AD.
(2) If any crack is detected and stop-drilled as a result of any
inspection required by this paragraph, accomplish the requirements
of paragraph (l) of this AD, except as provided by paragraph (o) of
this AD, at the times specified in that paragraph.
(l) If any crack is detected and stop-drilled in accordance with
paragraph (f)(2), (g)(1)(ii), (g)(2), (h)(2), (i)(1)(ii),
(j)(1)(ii), (j)(2), or (k)(2) of this AD, accomplish the following,
except as provided by paragraphs (o) and (p) of this AD:
(1) Within 1,600 flight hours after stop-drilling, perform a
detailed inspection to detect cracks and loose hinge brackets of the
elevator rear spar in the area along the upper and lower edges at
the shear plate, and accomplish follow-on actions (i.e., stop-
drilling, modification) in accordance with the service bulletin. If
any crack growth is detected after stop-drilling, prior to further
flight, modify the elevator rear spar in accordance with Part II of
the Accomplishment Instructions of Boeing Service Bulletin 727-55-
0089, dated June 29, 1995. Accomplishment of this modification
constitutes terminating action for the repetitive inspection
requirements of this AD.
(2) Within 3,200 flight hours after stop-drilling, modify the
elevator rear spar in accordance with Part II of the Accomplishment
Instructions of Boeing Service Bulletin 727-55-0089, dated June 29,
1995. Accomplishment of this modification constitutes terminating
action for the repetitive inspection requirements of this AD.
New Actions Required by This AD
New Service Information
(m) As of the effective date of this AD, use only the
Accomplishment Instructions of Boeing Service Bulletin 727-55-0089,
Revision 1, dated March 2, 2000, to do the repetitive detailed
inspections required by this AD.
Certain Repetitive Inspections at Reduced Intervals
(n) For airplanes being inspected at intervals not to exceed
4,000 flight hours in accordance with paragraphs (h)(1), (i)(1)(i),
(j)(1)(i), and (k)(1) of this AD: As of the effective date of this
AD, do those inspections within 1,600 flight hours since the last
detailed inspection or 6 months after the effective date of this AD,
whichever occurs later, and thereafter at intervals not to exceed
1,600 flight hours.
Stop-Drilling Prohibited
(o) As of the effective date of this AD, stop-drilling required
by paragraphs (f) through (l) inclusive of this AD is prohibited.
Replacement of Cracked Rear Spars/Loose Brackets
(p) As of the effective date of this AD, if any cracked rear
spar or loose bracket is detected during any inspection required by
this AD, before further flight, do the replacement specified in
paragraph (q) of this AD.
[[Page 50709]]
Terminating Replacement
(q) Within 24 months after the effective date of this AD,
replace the elevator rear spar with a new elevator rear spar and
support fittings, in accordance with Part II of the Accomplishment
Instructions of Boeing Service Bulletin 727-55-0089, Revision 1,
dated March 2, 2000. Accomplishing the replacement constitutes
terminating action for the requirements of this AD.
(r) Accomplishing the replacement before the effective date of
this AD in accordance with Boeing Service Bulletin 727-55-0089,
dated June 29, 1995, is considered acceptable for compliance with
the corresponding action specified in paragraph (q) of this AD.
Alternative Methods of Compliance (AMOCs)
(s)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, ATTN: Berhane Alazar, Aerospace Engineer, Airframe Branch, ANM-
120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, Washington
98057-3356; telephone (425) 917-6577; fax (425) 917-6590; 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) AMOCs approved previously in accordance with AD 96-06-05 are
approved as AMOCs for the corresponding provisions of this AD.
Material Incorporated by Reference
(t) You must use Boeing Service Bulletin 727-55-0089, dated June
29, 1995; or Boeing Service Bulletin 727-55-0089, Revision 1, dated
March 2, 2000; as applicable; to perform the actions that are
required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of Boeing Service Bulletin 727-55-0089,
Revision 1, dated March 2, 2000, in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51.
(2) On April 22, 1996 (61 FR 11529, March 21, 1996), the
Director of the Federal Register approved the incorporation by
reference of Boeing Service Bulletin 727-55-0089, dated June 29,
1995.
(3) 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 August 7, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-19137 Filed 8-27-08; 8:45 am]
BILLING CODE 4910-13-P
