Airworthiness Directives; Boeing Model 737-300 and 737-400 Series Airplanes, 21278-21281 [E9-10612]
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Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Proposed Rules
(7) Modification of the aft pressure
bulkhead to improve the fatigue life of the
attachment angles at frame (FR) 80/82 in
accordance with paragraph (h) of AD 2006–
22–03, is acceptable for compliance with the
corresponding requirement of paragraphs
(f)(1) and (f)(2) of this AD.
FAA AD Differences
Note 1: This AD differs from the MCAI
and/or service information as follows: This
AD includes a compliance time specified in
paragraph (f)(2) of this AD for airplanes that
are also affected by AD 2006–22–03. We
realize that the requirements of this AD will
necessitate that some operators do the
modification required by paragraph (h) of AD
2006–22–03 early. However, accomplishing
the modification within the compliance time
specified in this AD is required to address
cracking in the attachment angles of the rear
pressure bulkhead, which could result in
failure of the rear pressure bulkhead.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Tom Stafford,
Aerospace Engineer, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
227–1622; fax (425) 227–1149. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as
appropriate, or lacking a principal inspector,
your local Flight Standards District Office.
(2) Airworthy Product: For any
requirement in this AD to obtain corrective
actions from a manufacturer or other source,
use these actions if they are FAA-approved.
Corrective actions are considered FAAapproved if they are approved by the State
of Design Authority (or their delegated
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,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI EASA Airworthiness
Directive 2007–0297R1, dated September 17,
2008, and the service bulletins listed in Table
3 of this AD, for related information.
TABLE 3—RELATED SERVICE BULLETINS
Airbus Service Bulletin
A310-53-2024
A310-53-2025
A300-53-6005
A300-53-6006
........................................................................................................................................
........................................................................................................................................
........................................................................................................................................
........................................................................................................................................
Issued in Renton, Washington, on May 1,
2009.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E9–10614 Filed 5–6–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0429; Directorate
Identifier 2007–NM–059–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–300 and 737–400 Series
Airplanes
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for certain
Boeing Model 737–300 and 737–400
series airplanes. This proposed AD
would require repetitive inspections to
detect cracking of the aft fuselage skin,
and related investigative/corrective
actions if necessary. This proposed AD
results from reports of cracks in the aft
fuselage skin on both sides of the
airplane. We are proposing this AD to
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detect and correct cracking in the aft
fuselage skin along the longitudinal
edges of the bonded skin doubler, which
could result in reduced structural
integrity of the airplane.
DATES: We must receive comments on
this proposed AD by June 22, 2009.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207;
telephone 206–544–5000, extension 1,
fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
PO 00000
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Date
05
06
04
3
October 13, 2006.
August 3, 2006.
July 18, 2007.
March 24, 1989.
Lind Avenue, SW., Renton, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221 or 425–227–1152.
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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(telephone 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6447; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2009–0429; Directorate Identifier
2007–NM–059–AD’’ at the beginning of
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Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Proposed Rules
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We have received 159 reports of
cracks in the fuselage skin aft of the
wing on 68 Model 737–300 series
airplanes with between 16,400 and
48,000 total flight cycles. Of those
cracks, 120 were found between body
station (BS) 727D and BS 747 and
between stringers 14 and 25, on both
sides of the airplanes. One crack was
found above stringer 25 right (R) at BS
913. Several of the cracks occurred in
multiple adjacent bays. The remaining
cracks were scattered between BS 727
and BS 1016.
A total of 29 cracks have been
reported on 29 Model 737–400 series
airplanes with between 22,500 and
44,600 total flight cycles. The cracks on
these airplanes were found on both the
left and right sides of the airplanes
between BS 727 and BS 947 in the skin
panels between stringers 20 and 25. The
cracks ranged in length between 0.25
and 5.5 inches. One operator reported a
crack on an airplane with 22,500 total
flight cycles. The crack was in the skin
panel assembly just above stringer 25R
between BS 727+10 and BS 727, and
between stringers 23R and 24R.
On the existing skin panel assembly,
the doubler is bonded to the skin. At
these skin panel locations on the
airplane, the in-service loads cause a
condition that allows cracks to occur
along the longitudinal edges of the skin
where it bonded to the doubler.
Cracking, if not corrected, could result
in reduced structural integrity of the
airplane.
Relevant Service Information
We have reviewed Boeing Service
Bulletin 737–53–1168, Revision 3, dated
November 28, 2006 (for Model 737–300
series airplanes); and Boeing Service
Bulletin 737–53–1187, Revision 2, dated
May 9, 2007 (for Model 737–400 series
airplanes). The service bulletins
describe procedures for repetitive
inspections to detect cracking of the aft
fuselage skin; and related investigative
and corrective actions, if necessary.
For Model 737–300 series airplanes,
in areas without modification stiffeners
installed previously, and for Model
737–400 series airplanes, the inspection
technique to be used depends on the
inspection zone. The inspection
techniques include: External detailed
and external subsurface eddy current;
external general visual (in areas not
covered by fairings); external detailed or
subsurface eddy current (in areas
covered by fairings); or external
detailed, and either external subsurface
eddy current or magneto optical
imaging.
For Model 737–300 series airplanes,
in areas with modification stiffeners
21279
installed previously, the inspections
include: External general visual
inspections of the surface of the skin
panels for evidence of loose fasteners or
skin cracking; and a one-time subsurface
eddy current inspection for evidence of
loose fasteners or skin cracks.
For all airplanes, related investigative
and corrective actions include the
following: Internal general visual and
high frequency eddy current inspections
for disbonding and cracking of the
bonded doubler; repair or replacement
of the skin panel; an internal inspection
of the chem-milled step in the skin area
covered by the doubler; replacement of
the skin panel and splice plate between
body stations (BS) 727 and 907 and
between Stringers 20 and 25; and
sending any positive inspection results
to Boeing.
In addition, the service bulletins
describe procedures for doing a timelimited repair, including a detailed
inspection for cracking of the fuselage
skin, and installing a repair doubler;
repeating inspections of repaired areas;
repairing any cracking; making the
repairs permanent within a specified
compliance time; and replacing any
loose fasteners.
The service bulletins also specify that
repeat inspections are terminated in
areas where the skin panel replacement
had been done, and in repaired areas
that meet the requirements specified in
Table 1 of paragraph 1.E. of the service
bulletins.
The compliance times specified in the
service bulletins are identified in the
tables below.
TABLE—COMPLIANCE TIMES FOR UNMODIFIED AREAS
Action
Inspection zone 1
Zone and initial inspections ...........
Repetitive inspections ....................
Inspection zone 2
Inspection zone 3
Before accumulating 22,000 total flight cycles, or within 4,500 flight cycles after the release date of the
service bulletin, whichever is later.
Option 1: Intervals not to exceed
3,700 flight cycles after the previous inspection; or
Option 2: Intervals not to exceed
2,100 flight cycles after the previous inspection.
Intervals not to exceed 4,500
flight cycles after the previous
inspection.
.......................................................
Option 1: Intervals not to exceed
3,700 flight cycles after the previous inspection; or
Option 2: Intervals not to exceed
2,100 flight cycles after the previous inspection.
TABLE—COMPLIANCE TIMES FOR MODIFIED AREAS
Action
Compliance times for all zones
Zone and initial inspections .....................
Before accumulating 22,000 total flight cycles or within 4,500 flight cycles after the release date of the
service bulletin, whichever is later.
Intervals not to exceed 4,500 flight cycles after the previous inspection.
Not before 20,000 flight cycles following modification (Figure 5 of Boeing Service Bulletin 737–53–
1168, Revision 3).
Repetitive inspections ..............................
Terminating action ...................................
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Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Proposed Rules
TABLE—FOLLOW-ON ACTIONS AND COMPLIANCE TIMES IF THE TIME-LIMITED REPAIR IS DONE
If you do the time-limited repair, you must—
At this compliance time—
Do a detailed inspection of the fastener ..................................................
Replace a blind fastener with a solid fastener .........................................
Do an internal inspection of the tear strap for disbonding and cracks ....
At intervals not to exceed 3,000 flight cycles following the repair.
Before the repair has reached 10,000 total flight cycles.
Within 4,500 flight cycles following the repair.
FAA’s Determination and Requirements
of This Proposed AD
We are proposing this AD because we
evaluated all relevant information and
determined the unsafe condition
described previously is likely to exist or
develop in other products of the(se)
same type design(s). This proposed AD
would require accomplishing the
actions specified in the service
information described previously,
except as discussed under ‘‘Differences
Between the Proposed AD and Service
Information.’’
Differences Between the Proposed AD
and Service Information
The service bulletins specify to
contact the manufacturer for
instructions on how to repair certain
conditions, but this proposed AD would
require repairing those conditions in
one of the following ways:
• Using a method that we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by an
Authorized Representative for the
Boeing Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make those findings.
Although the service bulletins
referenced in this proposed AD specify
to submit information to the
manufacturer, this proposed AD does
not include such a requirement.
Costs of Compliance
We estimate that this proposed AD
would affect 516 airplanes of U.S.
registry. The following table provides
the estimated costs for U.S. operators to
comply with this proposed AD. The
average labor rate is $80 per work hour.
ESTIMATED COSTS
Parts
Cost per product
Number of
U.S.registered
airplanes
Action
Work hours
Fleet cost
Inspection to determine inspection zones.
Repetitive inspections—Option
1.
Repetitive inspections—Option
2.
Internal inspection .....................
1 .......................
$0
$80 .............................................
516
$41,280.
64 .....................
0
$5,120, per inspection cycle .....
516
Up to $2,641,920.
62 .....................
0
$4,960, per inspection cycle .....
516
Up to $2,559,360.
5, per inspection zone (3
zones).
0
$1,200 ........................................
516
$619,200.
Authority for This Rulemaking
Regulatory Findings
List of Subjects in 14 CFR Part 39
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.
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979), 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.
You can find our regulatory
evaluation and the estimated costs of
compliance in the AD Docket.
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
Boeing: Docket No. FAA–2009–0429;
Directorate Identifier 2007–NM–059–AD.
Comments Due Date
(a) We must receive comments by June 22,
2009.
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Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Proposed Rules
Affected ADs
(b) None.
Applicability
(c) This AD applies to the airplanes
identified in paragraphs (c)(1) and (c)(2) of
this AD, certified in any category.
(1) Boeing Model 737–300 series airplanes
as identified in Boeing Service Bulletin 737–
53–1168, Revision 3, dated November 28,
2006.
(2) Boeing Model 737–400 series airplanes
as identified in Boeing Service Bulletin 737–
53–1187, Revision 2, dated May 9, 2007.
Subject
(d) Air Transport Association (ATA) of
America Code 53: Fuselage.
Unsafe Condition
(e) This AD results from reports of cracks
in the aft fuselage skin on both sides of the
airplane. We are issuing this AD to detect
and correct cracking in the aft fuselage skin
along the longitudinal edges of the bonded
skin doubler, which could result in reduced
structural integrity of the airplane.
Compliance
(f) Comply with this AD within the
compliance times specified, unless already
done.
Inspections, Related Investigative and
Corrective Actions
(g) At the applicable times specified in
Tables 1 and 2 of paragraph 1.E.
‘‘Compliance,’’ of Boeing Service Bulletin
737–53–1168, Revision 3, dated November
28, 2006 (for Model 737–300 series
airplanes); or Boeing Service Bulletin 737–
53–1187, Revision 2, dated May 9, 2007 (for
Model 737–400 series airplanes); except as
provided by paragraph (k) of this AD: Do the
applicable inspections and related
investigative actions to detect cracks in the
aft fuselage skin panels, by accomplishing all
of the applicable actions specified in the
Accomplishment Instructions of Boeing
Service Bulletin 737–53–1168, Revision 3,
dated November 28, 2006; or Boeing Service
Bulletin 737–53–1187, Revision 2, dated May
9, 2007; as applicable, including Note (f) of
Table 1 of paragraph 1.E. And, do the
applicable corrective actions specified in the
Accomplishment Instructions of Boeing
Service Bulletin 737–53–1168, Revision 3,
dated November 28, 2006; or Boeing Service
Bulletin 737–53–1187, Revision 2, dated May
9, 2007; as applicable; except as provided by
paragraphs (h), (i), and (l) of this AD. Repeat
the applicable inspections and related
investigative actions thereafter at the
applicable intervals specified in Tables 1 and
2 of paragraph 1.E. of Boeing Service Bulletin
737–53–1168, Revision 3, dated November
28, 2006; or Boeing Service Bulletin 737–53–
1187, Revision 2, dated May 9, 2007; as
applicable.
(h) If any crack is found during any
inspection or corrective action required by
this AD, before further flight, repair in
accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737–
53–1168, Revision 3, dated November 28,
2006 (for Model 737–300 series airplanes); or
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Boeing Service Bulletin 737–53–1187,
Revision 2, dated May 9, 2007 (for Model
737–400 series airplanes); except, where
Boeing Service Bulletin 737–53–1168,
Revision 3, dated November 28, 2006; or
Boeing Service Bulletin 737–53–1187,
Revision 2, dated May 9, 2007; as applicable;
specifies to contact Boeing, before further
flight, repair according to a method approved
in accordance with the procedures specified
in paragraph (m) of this AD.
(i) If any cracking of a repaired area is
found during any inspection required by this
AD, and Boeing Service Bulletin 737–53–
1168, Revision 3, dated November 28, 2006
(for Model 737–300 series airplanes); or
Boeing Service Bulletin 737–53–1187,
Revision 2, dated May 9, 2007 (for Model
737–400 series airplanes); specifies
contacting Boeing for appropriate action:
Before further flight, repair the cracking
using a method approved in accordance with
the procedures specified in paragraph (m) of
this AD.
Optional Terminating Action
(j) Doing the skin panel replacement in
accordance with Part 3 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53–1168, Revision 3,
dated November 28, 2006 (for Model 737–300
series airplanes); or Part III of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53–1187, Revision 2,
dated May 9, 2007 (for Model 737–400 series
airplanes); terminates the inspection
requirements of paragraph (g) of this AD for
that skin panel only.
Exception to Service Bulletin
(k) Where Boeing Service Bulletin 737–53–
1168, Revision 3, dated November 28, 2006
(for Model 737–300 series airplanes); or
Boeing Service Bulletin 737–53–1187,
Revision 2, dated May 9, 2007 (for Model
737–400 series airplanes); specifies
compliance times after the release date of
those service bulletins, this AD requires that
the specified actions be done within the
specified compliance times after the effective
date of this AD.
No Reporting Required
(l) Although Boeing Service Bulletin 737–
53–1168, Revision 3, dated November 28,
2006 (for Model 737–300 series airplanes);
and Boeing Service Bulletin 737–53–1187,
Revision 2, dated May 9, 2007 (for Model
737–400 series airplanes); specify to submit
information to the manufacturer, this AD
does not include such a requirement.
Alternative Methods of Compliance
(AMOCs)
(m)(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. Send information to ATTN:
Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; telephone (425) 917–6447; fax (425)
917–6590. Or, e-mail information to 9–ANM–
Seattle-ACO–AMOC–Requests@faa.gov.
(2) To request a different method of
compliance or a different compliance time
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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 principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
(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.
Issued in Renton, Washington, on May 1,
2009.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E9–10612 Filed 5–6–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0432; Directorate
Identifier 2008–NM–168–AD]
RIN 2120–AA64
Airworthiness Directives; BAE
Systems (Operations) Limited Model
BAe 146–100A and 146–200A Series
Airplanes
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
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:
BAE Systems (Operations) Ltd has
determined that in order to assure the
continued structural integrity of the
horizontal stabilizer lower skin and joint
plates in the rib 1 area of certain BAe 146
aircraft, a revised inspection programme for
this area is considered necessary. The
disbonding of joints can lead to corrosion
which, if undetected, could result in
degradation of the structural integrity of the
horizontal stabilizer.
*
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]]>Agencies
[Federal Register Volume 74, Number 87 (Thursday, May 7, 2009)]
[Proposed Rules]
[Pages 21278-21281]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-10612]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0429; Directorate Identifier 2007-NM-059-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-300 and 737-400 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain Boeing Model 737-300 and 737-400 series airplanes. This
proposed AD would require repetitive inspections to detect cracking of
the aft fuselage skin, and related investigative/corrective actions if
necessary. This proposed AD results from reports of cracks in the aft
fuselage skin on both sides of the airplane. We are proposing this AD
to detect and correct cracking in the aft fuselage skin along the
longitudinal edges of the bonded skin doubler, which could result in
reduced structural integrity of the airplane.
DATES: We must receive comments on this proposed AD by June 22, 2009.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data & Services Management, P.O. Box
3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-544-5000,
extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington. For information on the
availability of this material at the FAA, call 425-227-1221 or 425-227-
1152.
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 proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
917-6447; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2009-0429;
Directorate Identifier 2007-NM-059-AD'' at the beginning of
[[Page 21279]]
your comments. We specifically invite comments on the overall
regulatory, economic, environmental, and energy aspects of this
proposed AD. We will consider all comments received by the closing date
and may amend this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We have received 159 reports of cracks in the fuselage skin aft of
the wing on 68 Model 737-300 series airplanes with between 16,400 and
48,000 total flight cycles. Of those cracks, 120 were found between
body station (BS) 727D and BS 747 and between stringers 14 and 25, on
both sides of the airplanes. One crack was found above stringer 25
right (R) at BS 913. Several of the cracks occurred in multiple
adjacent bays. The remaining cracks were scattered between BS 727 and
BS 1016.
A total of 29 cracks have been reported on 29 Model 737-400 series
airplanes with between 22,500 and 44,600 total flight cycles. The
cracks on these airplanes were found on both the left and right sides
of the airplanes between BS 727 and BS 947 in the skin panels between
stringers 20 and 25. The cracks ranged in length between 0.25 and 5.5
inches. One operator reported a crack on an airplane with 22,500 total
flight cycles. The crack was in the skin panel assembly just above
stringer 25R between BS 727+10 and BS 727, and between stringers 23R
and 24R.
On the existing skin panel assembly, the doubler is bonded to the
skin. At these skin panel locations on the airplane, the in-service
loads cause a condition that allows cracks to occur along the
longitudinal edges of the skin where it bonded to the doubler.
Cracking, if not corrected, could result in reduced structural
integrity of the airplane.
Relevant Service Information
We have reviewed Boeing Service Bulletin 737-53-1168, Revision 3,
dated November 28, 2006 (for Model 737-300 series airplanes); and
Boeing Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007 (for
Model 737-400 series airplanes). The service bulletins describe
procedures for repetitive inspections to detect cracking of the aft
fuselage skin; and related investigative and corrective actions, if
necessary.
For Model 737-300 series airplanes, in areas without modification
stiffeners installed previously, and for Model 737-400 series
airplanes, the inspection technique to be used depends on the
inspection zone. The inspection techniques include: External detailed
and external subsurface eddy current; external general visual (in areas
not covered by fairings); external detailed or subsurface eddy current
(in areas covered by fairings); or external detailed, and either
external subsurface eddy current or magneto optical imaging.
For Model 737-300 series airplanes, in areas with modification
stiffeners installed previously, the inspections include: External
general visual inspections of the surface of the skin panels for
evidence of loose fasteners or skin cracking; and a one-time subsurface
eddy current inspection for evidence of loose fasteners or skin cracks.
For all airplanes, related investigative and corrective actions
include the following: Internal general visual and high frequency eddy
current inspections for disbonding and cracking of the bonded doubler;
repair or replacement of the skin panel; an internal inspection of the
chem-milled step in the skin area covered by the doubler; replacement
of the skin panel and splice plate between body stations (BS) 727 and
907 and between Stringers 20 and 25; and sending any positive
inspection results to Boeing.
In addition, the service bulletins describe procedures for doing a
time-limited repair, including a detailed inspection for cracking of
the fuselage skin, and installing a repair doubler; repeating
inspections of repaired areas; repairing any cracking; making the
repairs permanent within a specified compliance time; and replacing any
loose fasteners.
The service bulletins also specify that repeat inspections are
terminated in areas where the skin panel replacement had been done, and
in repaired areas that meet the requirements specified in Table 1 of
paragraph 1.E. of the service bulletins.
The compliance times specified in the service bulletins are
identified in the tables below.
Table--Compliance Times for Unmodified Areas
----------------------------------------------------------------------------------------------------------------
Action Inspection zone 1 Inspection zone 2 Inspection zone 3
----------------------------------------------------------------------------------------------------------------
Zone and initial inspections......... Before accumulating 22,000 total flight cycles, or within 4,500 flight
cycles after the release date of the service bulletin, whichever is
later.
----------------------------------------------------------------------------------------------------------------
Repetitive inspections............... Option 1: Intervals not Intervals not to exceed Option 1: Intervals not
to exceed 3,700 flight 4,500 flight cycles to exceed 3,700 flight
cycles after the after the previous cycles after the
previous inspection; inspection. previous inspection;
or or
Option 2: Intervals not ....................... Option 2: Intervals not
to exceed 2,100 flight to exceed 2,100 flight
cycles after the cycles after the
previous inspection. previous inspection.
----------------------------------------------------------------------------------------------------------------
Table--Compliance Times for Modified Areas
------------------------------------------------------------------------
Action Compliance times for all zones
------------------------------------------------------------------------
Zone and initial inspections......... Before accumulating 22,000 total
flight cycles or within 4,500
flight cycles after the release
date of the service bulletin,
whichever is later.
Repetitive inspections............... Intervals not to exceed 4,500
flight cycles after the previous
inspection.
Terminating action................... Not before 20,000 flight cycles
following modification (Figure 5
of Boeing Service Bulletin 737-
53-1168, Revision 3).
------------------------------------------------------------------------
[[Page 21280]]
Table--Follow-on Actions and Compliance Times if the Time-Limited Repair
Is Done
------------------------------------------------------------------------
If you do the time-limited repair, you
must-- At this compliance time--
------------------------------------------------------------------------
Do a detailed inspection of the At intervals not to exceed
fastener. 3,000 flight cycles following
the repair.
Replace a blind fastener with a solid Before the repair has reached
fastener. 10,000 total flight cycles.
Do an internal inspection of the tear Within 4,500 flight cycles
strap for disbonding and cracks. following the repair.
------------------------------------------------------------------------
FAA's Determination and Requirements of This Proposed AD
We are proposing this AD because we evaluated all relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the(se) same type
design(s). This proposed AD would require accomplishing the actions
specified in the service information described previously, except as
discussed under ``Differences Between the Proposed AD and Service
Information.''
Differences Between the Proposed AD and Service Information
The service bulletins specify to contact the manufacturer for
instructions on how to repair certain conditions, but this proposed AD
would require repairing those conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
Although the service bulletins referenced in this proposed AD
specify to submit information to the manufacturer, this proposed AD
does not include such a requirement.
Costs of Compliance
We estimate that this proposed AD would affect 516 airplanes of
U.S. registry. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD. The average labor rate
is $80 per work hour.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Number of
U.S.-
Action Work hours Parts Cost per product registered Fleet cost
airplanes
----------------------------------------------------------------------------------------------------------------
Inspection to determine 1................. $0 $80............... 516 $41,280.
inspection zones.
Repetitive inspections--Option 64................ 0 $5,120, per 516 Up to $2,641,920.
1. inspection cycle.
Repetitive inspections--Option 62................ 0 $4,960, per 516 Up to $2,559,360.
2. inspection cycle.
Internal inspection............ 5, per inspection 0 $1,200............ 516 $619,200.
zone (3 zones).
----------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866,
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979), 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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new AD:
Boeing: Docket No. FAA-2009-0429; Directorate Identifier 2007-NM-
059-AD.
Comments Due Date
(a) We must receive comments by June 22, 2009.
[[Page 21281]]
Affected ADs
(b) None.
Applicability
(c) This AD applies to the airplanes identified in paragraphs
(c)(1) and (c)(2) of this AD, certified in any category.
(1) Boeing Model 737-300 series airplanes as identified in
Boeing Service Bulletin 737-53-1168, Revision 3, dated November 28,
2006.
(2) Boeing Model 737-400 series airplanes as identified in
Boeing Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007.
Subject
(d) Air Transport Association (ATA) of America Code 53:
Fuselage.
Unsafe Condition
(e) This AD results from reports of cracks in the aft fuselage
skin on both sides of the airplane. We are issuing this AD to detect
and correct cracking in the aft fuselage skin along the longitudinal
edges of the bonded skin doubler, which could result in reduced
structural integrity of the airplane.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Inspections, Related Investigative and Corrective Actions
(g) At the applicable times specified in Tables 1 and 2 of
paragraph 1.E. ``Compliance,'' of Boeing Service Bulletin 737-53-
1168, Revision 3, dated November 28, 2006 (for Model 737-300 series
airplanes); or Boeing Service Bulletin 737-53-1187, Revision 2,
dated May 9, 2007 (for Model 737-400 series airplanes); except as
provided by paragraph (k) of this AD: Do the applicable inspections
and related investigative actions to detect cracks in the aft
fuselage skin panels, by accomplishing all of the applicable actions
specified in the Accomplishment Instructions of Boeing Service
Bulletin 737-53-1168, Revision 3, dated November 28, 2006; or Boeing
Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007; as
applicable, including Note (f) of Table 1 of paragraph 1.E. And, do
the applicable corrective actions specified in the Accomplishment
Instructions of Boeing Service Bulletin 737-53-1168, Revision 3,
dated November 28, 2006; or Boeing Service Bulletin 737-53-1187,
Revision 2, dated May 9, 2007; as applicable; except as provided by
paragraphs (h), (i), and (l) of this AD. Repeat the applicable
inspections and related investigative actions thereafter at the
applicable intervals specified in Tables 1 and 2 of paragraph 1.E.
of Boeing Service Bulletin 737-53-1168, Revision 3, dated November
28, 2006; or Boeing Service Bulletin 737-53-1187, Revision 2, dated
May 9, 2007; as applicable.
(h) If any crack is found during any inspection or corrective
action required by this AD, before further flight, repair in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 737-53-1168, Revision 3, dated November 28, 2006 (for Model
737-300 series airplanes); or Boeing Service Bulletin 737-53-1187,
Revision 2, dated May 9, 2007 (for Model 737-400 series airplanes);
except, where Boeing Service Bulletin 737-53-1168, Revision 3, dated
November 28, 2006; or Boeing Service Bulletin 737-53-1187, Revision
2, dated May 9, 2007; as applicable; specifies to contact Boeing,
before further flight, repair according to a method approved in
accordance with the procedures specified in paragraph (m) of this
AD.
(i) If any cracking of a repaired area is found during any
inspection required by this AD, and Boeing Service Bulletin 737-53-
1168, Revision 3, dated November 28, 2006 (for Model 737-300 series
airplanes); or Boeing Service Bulletin 737-53-1187, Revision 2,
dated May 9, 2007 (for Model 737-400 series airplanes); specifies
contacting Boeing for appropriate action: Before further flight,
repair the cracking using a method approved in accordance with the
procedures specified in paragraph (m) of this AD.
Optional Terminating Action
(j) Doing the skin panel replacement in accordance with Part 3
of the Accomplishment Instructions of Boeing Service Bulletin 737-
53-1168, Revision 3, dated November 28, 2006 (for Model 737-300
series airplanes); or Part III of the Accomplishment Instructions of
Boeing Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007
(for Model 737-400 series airplanes); terminates the inspection
requirements of paragraph (g) of this AD for that skin panel only.
Exception to Service Bulletin
(k) Where Boeing Service Bulletin 737-53-1168, Revision 3, dated
November 28, 2006 (for Model 737-300 series airplanes); or Boeing
Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007 (for
Model 737-400 series airplanes); specifies compliance times after
the release date of those service bulletins, this AD requires that
the specified actions be done within the specified compliance times
after the effective date of this AD.
No Reporting Required
(l) Although Boeing Service Bulletin 737-53-1168, Revision 3,
dated November 28, 2006 (for Model 737-300 series airplanes); and
Boeing Service Bulletin 737-53-1187, Revision 2, dated May 9, 2007
(for Model 737-400 series airplanes); specify to submit information
to the manufacturer, this AD does not include such a requirement.
Alternative Methods of Compliance (AMOCs)
(m)(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. Send information to
ATTN: Wayne Lockett, Aerospace Engineer, Airframe Branch, ANM-120S,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6447; fax (425) 917-6590. Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(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.
Issued in Renton, Washington, on May 1, 2009.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-10612 Filed 5-6-09; 8:45 am]
BILLING CODE 4910-13-P
