[Federal Register: June 14, 2005 (Volume 70, Number 113)]
[Proposed Rules]
[Page 34405-34409]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14jn05-29]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-21434; Directorate Identifier 2004-NM-75-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 727 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for all Boeing Model 727 airplanes. This proposed AD would require
repetitive inspections for cracks of the body skin, doubler, and bear
strap at the forward edge of the upper and lower hinge cutouts of the
forward entry door, related investigative actions, and corrective
action if necessary. This proposed AD also would require a preventive
modification. This proposed AD is prompted by reports of skin and bear
strap cracks at hinge cutouts. We are proposing this AD to detect and
correct cracks in the skin and bear strap at the hinge cutouts of the
forward entry door, which could result in rapid decompression of the
airplane.
DATES: We must receive comments on this proposed AD by July 29, 2005.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility, U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401,
Washington, DC 20590.
By fax: (202) 493-2251.
Hand Delivery: room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
You may examine the contents of this AD docket on the Internet at
http://dms.dot.gov, or at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street, SW., room PL-401, on
the plaza level of the Nassif Building, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Daniel F. Kutz, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW. Renton, Washington 98055-4056; telephone (425)
917-6456; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any written relevant data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2005-21434;
Directorate Identifier 2004-NM-75-AD'' in the subject line of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments submitted by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that website, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may visit http://dms.dot.gov.
Examining the Docket
You can examine the AD docket in person at the Docket Management
Facility office between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Management Facility office
(telephone (800) 647-5227) is located on the plaza level of the Nassif
Building at the DOT street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after the DMS
receives them.
Discussion
We have received reports from 12 operators of skin cracks in the
forward entry door cutouts on 75 Boeing Model 727 airplanes. The cracks
were detected or found on airplanes that had accumulated between 19,500
and 65,500
[[Page 34406]]
total flight hours, and between 11,700 and 50,600 total flight cycles.
The skin cracks were between 0.25 inch and 3.25 inches long and were
initiated along the forward edge of the upper and lower hinge cutouts.
One operator also reported cracks in the bear strap of the forward
entry door. The airplane that had these cracks had accumulated 30,700
total flight hours and 28,100 total flight cycles. According to the
manufacturer, the cracks were caused by fatigue, which resulted from
cabin pressurization cycles.
Approximately 22% of these 75 airplanes had cracks at only the
upper hinge cutout; 43% had cracks at only the lower hinge cutout; and
35% had cracks at both upper and lower hinge cutouts.
In addition, one operator reported cracks in the bear strap that is
located in the fastener row directly above and below the hinge cutout
on six airplanes. The operator found the cracks after installing a
repair or preventative modification on three of the six airplanes.
Cracks in the skin and bear strap at the hinge cutouts of the
forward entry door, if not detected and corrected, could result in
rapid decompression of the airplane.
Related Rulemaking
On December 30, 1998, we issued Supplemental Structural Inspection
Program AD 98-11-03 R1, amendment 39-10983 (64 FR 989, January 7, 1999)
for Boeing Model 727 series airplanes. That AD, in addition to its
primary purpose to require inspection of baseline structure, also
addresses repairs, alterations, and modifications (RAMs). AD 98-11-03
R1 requires operators to provide damage tolerance-based inspection
programs for RAMs that affect structurally significant items or that
create new structurally significant items. Certain inspections in this
proposed AD are alternative methods of compliance (AMOCs) for the
inspections of certain repaired areas that are mandated by AD 98-11-03
R1.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 727-53A0198,
Revision 2, dated October 30, 2003.
Revision 2 of the alert service bulletin describes procedures for
airplanes based on whether repairs or preventative modifications have
been done in accordance with the original issue, Revision 1, or
Revision 2 of the service bulletin. These procedures are described in
items 1, 2, 3, and 4 below.
1. For airplanes on which no repair or preventative modification
has been done in accordance with Boeing Service Bulletin 727-53-0198,
dated January 11, 1990; or Revision 1, dated July 25, 1991; or Boeing
Alert Service Bulletin 727-53A0198, Revision 2, dated October 30, 2003:
Revision 2 of the alert service bulletin specifies to do a
detailed inspection and high frequency eddy current (HFEC) inspections
for cracks of the skin, doubler, and bear strap at the upper and lower
hinge cutout.
If no crack is found during any inspection, Revision 2 of
the alert service bulletin specifies to apply certain finishes and
repeat the inspections. Doing the preventative modification or
repairing in accordance with Revision 2 of the alert service bulletin
eliminates only these repetitive inspections.
If any crack is found during any inspection, and the crack
does not exceed certain limits, Revision 2 of the alert service
bulletin specifies to repair the crack, and do an HFEC inspection of
the trim radius to verify that the crack is removed.
If any crack is found during any inspection, and the crack
exceeds certain limits, Revision 2 of the alert service bulletin
specifies to contact Boeing for repair instructions.
2. For airplanes on which any repair or preventative modification
has been done in accordance with Boeing Service Bulletin 727-53-0198,
dated January 11, 1990:
Revision 2 of the alert service bulletin specifies to do
an inspection to determine if a filler or shim was installed below the
S-10 lap joint common to the upper hinge cutout.
If the filler or shim is missing, Revision 2 of the alert
service bulletin specifies to remove the external doubler, do detailed
and HFEC inspections of the hinge cutout for cracks, and repair or
modify the area if necessary.
If filler and shim are not missing, Revision 2 of the
alert service bulletin specifies to do an HFEC inspection of the pre-
existing fastener holes and modifying the pre-existing fastener holes.
3. For airplanes on which any repair or preventative modification
has been accomplished in accordance with Boeing Service Bulletin 727-
53-0198, dated January 11, 1990; or Revision 1, dated July 25, 1991:
If pre-existing fastener holes common to the repair or
preventative modification were HFEC inspected and oversized: Revision 2
of the alert service bulletin specifies to do an internal HFEC
inspection of the bear strap and an external detailed inspection of the
repair or preventative modification and its periphery for cracks.
If pre-existing fastener holes common to the repair or
preventative modification were not HFEC inspected: Revision 2 of the
alert service bulletin specifies to remove all pre-existing fasteners
common to the repair or preventative modification; do an open hole HFEC
inspection of the fastener holes for cracks; and oversize the fasteners
holes, if no crack is found; and do an internal HFEC inspection of the
bear strap and an external detailed inspection of the repair or
preventative modification and its periphery for cracks. If any crack is
found during the inspection, repair and contact Boeing.
4. For airplanes on which any repair or preventative modification
has been done in accordance with Revision 2 of the alert service
bulletin, the alert service bulletin specifies to do the following:
An initial and repetitive HFEC inspections for cracks of
the bear strap.
Initial and repetitive internal inspections for cracks of
any repair or preventative modification and its periphery.
If any crack is found, Revision 2 of the alert service
bulletin specifies to repair and contact Boeing.
Revision 2 of the alert service bulletin also describes a
preventive modification, which includes doing an open hole HFEC
inspection for cracks, oversizing fastener holes, installing doublers,
and repairing cracks.
The repairs specified in Revision 2 of the alert service bulletin
include doing HFEC inspections for cracks and installing fillers or
shims, doublers, and triplers if necessary.
Revision 2 of the alert service bulletin notes that certain
inspections have been approved as an AMOC for the inspections of items
F-13A and F-14A of the 727 Supplemental Structural Inspection Document
mandated by AD 98-11-03 R1 for the areas covered by the repairs/
preventative modification.
We have determined that accomplishment of the actions specified in
Revision 2 of the alert service bulletin will adequately address the
unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. Therefore, we are proposing this AD, which
would require repetitive inspections for cracks of the body skin,
doubler, and bear strap at the forward edge of the upper and lower
[[Page 34407]]
hinge cutouts of the forward entry door, related investigative actions,
and corrective action if necessary. This proposed AD also would require
a preventive modification. The proposed AD would require you to use the
service information described previously to perform these actions,
except as discussed under ``Differences Between the Proposed AD and the
Alert Service Bulletin.''
Differences Between the Proposed AD and the Alert Service Bulletin
Where Revision 2 of Boeing Alert Service Bulletin 727-53A0198
specifies that you may contact the manufacturer for instructions on how
to repair certain conditions; and where paragraphs 3.B.9. and 3.B.10.
of the Accomplishment Instructions of the alert service bulletin
specifies to ``repair before further flight and contact the Boeing
Company;'' this proposed AD would require you to repair 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 Delegation Option Authorization Organization who has
been authorized by the FAA to make those findings.
The alert service bulletin recommends that operators do the
preventive modification before the airplane accumulates 60,000 total
flight cycles; however, this proposed AD would require the preventative
modification before the airplane accumulates 60,000 total flight
cycles, or within 3,000 flight cycles after the effective date of the
AD, whichever occurs later, unless the repair has already been done. In
developing an appropriate compliance time for this proposed AD, we
considered the manufacturer's recommendation as well as the amount of
time necessary to do the inspections, preventative modification, and
any necessary repair. We also considered that some airplanes could be
close to 60,000 total flight cycles at the effective date of the AD,
and we considered that operators of those airplanes should be allowed a
grace period in which to accomplish the preventative modification. In
light of all of these factors, we find that a compliance time of 60,000
total flight cycles, or 3,000 flight cycles after the effective date of
the AD, whichever occurs later, represents an appropriate interval for
affected airplanes to continue to operate without compromising safety.
We also added a grace period of 3,000 flight cycles after the
effective date of the AD for the post repair/preventative modification
inspections that the service bulletin specifies to be done within
40,000 flight cycles after doing the repair or preventative
modification. We find that a compliance time of 40,000 flight cycles
after doing the repair or preventative modification, or 3,000 flight
cycles after the effective date of the AD, whichever occurs later,
represents an appropriate interval for affected airplanes to continue
to operate without compromising safety.
Operators should note that where Figures 5 and 6 of the
Accomplishment Instructions of the alert service bulletin specify code
F, this proposed AD refers to code D. Code F is a typographical error
in the service bulletin and does not exist in the table that explains
the codes.
Although paragraphs 3.B.9. and 3.B.10. of the Accomplishment
Instructions of the alert service bulletin specify that operators
should contact Boeing after repairing cracks, this proposed AD does not
include that requirement.
Operators should note that, although the Appendix A of the alert
service bulletin contains instructions for reporting discrepancies to
Boeing Customer Support Technical Services, this proposed AD does not
require those actions.
These differences have been coordinated with Boeing.
Clarification of Alert Service Bulletin
For airplanes on which the repair or preventative modification has
not been done, paragraph 1.E., Compliance, of the alert service
bulletin does not specify the applicable paragraphs in the
Accomplishment Instructions of the alert service bulletin for doing the
actions. Paragraphs 3.B.1 through 3.B.7 of the Accomplishment
Instructions of the alert service bulletin describe the actions for
airplanes on which the repair or preventative modification has not been
done.
Costs of Compliance
There are about 1,015 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Average labor Cost per Number of U.S.
Action Work hours rate per hour airplane airplanes Fleet Cost
----------------------------------------------------------------------------------------------------------------
Inspection.................... 7 $65 $455 per 589 $267,995
inspection
cycle.
Preventative modification..... 40 65 $2,600.......... 589 1,531,400
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Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. 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.
This rulemaking is promulgated 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 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 that the 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.
[[Page 34408]]
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD. See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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
airworthiness directive (AD):
Boeing: Docket No. FAA-2005-21434; Directorate Identifier 2004-
NM-75-AD.
Comments Due Date
(a) The Federal Aviation Administration (FAA) must receive
comments on this AD action by July 29, 2005.
Affected ADs
(b) None
Applicability
(c) This AD applies to all Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F series airplanes, certificated in any
category.
Unsafe Condition
(d) This AD was prompted by reports of skin and bear strap
cracks at hinge cutouts of the forward entry door. We are issuing
this AD to detect and correct cracks in the skin and bear strap at
the hinge cutouts of the forward entry door, which could result in
rapid decompression of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Service Bulletin Reference
(f) The term ``alert service bulletin,'' as used in this AD,
means Boeing Alert Service Bulletin 727-53A0198, Revision 2, dated
October 30, 2003. Although the alert service bulletin referenced in
this AD specifies to submit certain information to the manufacturer,
this AD does not include that requirement.
Initial and Repetitive Inspections for Airplanes on Which No Actions
Have Been Done
(g) For airplanes on which no repair or preventative
modification has been done before the effective date of this AD in
accordance with Boeing Service Bulletin 727-53-0198, dated January
11, 1990; or Revision 1, dated July 25, 1991; or the alert service
bulletin: Within 3,000 flight cycles after the effective date of
this AD, do detailed and high frequency eddy current (HFEC)
inspections for cracks of the skin, doubler, and bear strap at the
upper and lower hinge cutout in accordance with the Accomplishment
Instructions of the alert service bulletin.
(1) If no crack is found, before further flight, apply finishes
in accordance with the Accomplishment Instructions of the alert
service bulletin and repeat the inspections required by paragraph
(g) of this AD thereafter at intervals not to exceed 3,000 flight
cycles, until the preventative modification required by paragraph
(j) of this AD or a repair required by paragraph (m) of this AD is
done.
(2) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
Inspections for Airplanes on Which Actions Have Been Done in Accordance
With the Original Issue of the Service Bulletin
(h) For airplanes on which any repair or preventative
modification has been done before the effective date of this AD in
accordance with Boeing Service Bulletin 727-53-0198, dated January
11, 1990: Within 12,000 flight cycles after the repair or
preventative modification was done or within 3,000 flight cycles
after the effective date of this AD, whichever is later, do a
detailed inspection to determine if a filler or shim was installed
below the S-10 lap joint common to the upper hinge cutout, an
internal HFEC inspection for cracks of the bear strap, and an
external detailed inspection for cracks of the repair or
preventative modification and its periphery, in accordance with the
Accomplishment Instructions of the alert service bulletin.
(1) If the filler or shim is missing, before further flight,
remove the external doubler, do detailed and HFEC inspections for
cracks at the hinge cutout areas specified in Figure 1 of the alert
service bulletin, and do an HFEC inspection of the pre-existing
fastener holes for cracks, in accordance with the Accomplishment
Instructions of the alert service bulletin.
(i) If no crack is found, before further flight, oversize the
fastener holes in accordance with the Accomplishment Instructions of
the alert service bulletin.
(ii) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
(2) If the filler and shim are not missing, before further
flight, do an HFEC inspection of the pre-existing fastener holes for
cracks in accordance with the Accomplishment Instructions of the
alert service bulletin.
(i) If no crack is found, before further flight, oversize the
fastener holes in accordance with the Accomplishment Instructions of
the alert service bulletin.
(ii) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
Inspections for Airplanes on Which Actions Have Been Done in Accordance
With the Revision 1 of the Service Bulletin
(i) For airplanes on which any repair or preventative
modification has been done before the effective date of this AD in
accordance with Boeing Service Bulletin 727-53-0198, Revision 1,
dated July 25, 1991: Within 12,000 flight cycles after the repair or
preventative modification was done or within 3,000 flight cycles
after the effective date of this AD, whichever is later, do the
actions in paragraph (i)(1) and (i)(2) of this AD, as applicable.
(1) If pre-existing fastener holes common to the repair or
preventative modification have been HFEC inspected and oversized as
specified in the alert service bulletin, do an internal HFEC
inspection of the bear strap and an external detailed inspection for
cracks of the repair or preventative modification and its periphery
in accordance with the Accomplishment Instructions of the alert
service bulletin. If any crack is found, before further flight, do
the repair specified in paragraph (m) of this AD.
(2) If pre-existing fastener holes common to the repair or
preventative modification have not been HFEC inspected and oversized
as specified in the alert service bulletin, do an internal HFEC
inspection of the bear strap, an external detailed inspection for
cracks of the repair or preventative modification and its periphery,
and remove all fasteners at original production locations common to
the repair or preventative modification and do an open hole HFEC
inspection for cracks of the fastener holes; in accordance with the
Accomplishment Instructions of the alert service bulletin.
(i) If no crack is found, before further flight, oversize the
fasteners holes before restoring the repair or preventative
modification in accordance with the Accomplishment Instructions of
the alert service bulletin.
(ii) If any crack is found, before further flight, do the repair
specified in paragraph (m) of this AD.
Preventive Modification
(j) Before the accumulation of 60,000 total flight cycles, or
within 3,000 flight cycles after the effective date of this AD,
whichever occurs later: Do the preventive modification (including
HFEC inspection) in accordance with the Accomplishment Instructions
of the alert service bulletin. Doing the preventative modification
terminates the repetitive inspections required by paragraph (g)(1)
of this AD.
Note 1: Repairs or preventative modifications that were done
using Boeing Service Bulletin 727-53-0198, dated January 11, 1990;
or Revision 1, dated July 25, 1991; are not considered acceptable
for complying with the requirements of paragraph (j) of this AD.
(k) In lieu of the preventative modification required by
paragraph (j) of this AD, doing the applicable repair specified in
paragraph (m) of this AD is acceptable.
(l) In lieu of the preventative modification required by
paragraph (j) of this AD, doing the actions specified in paragraph
(h) or (i) of this AD is acceptable for the airplanes identified in
those paragraphs.
[[Page 34409]]
Repair
(m) If any crack is found during any inspection, preventative
modification, or repair required by this AD, before further flight,
do the applicable repair (including HFEC inspection) specified in
paragraph (m)(1) or (m)(2) of this AD, as applicable. Doing the
repair terminates the repetitive inspections required by paragraph
(g)(1) of this AD. Doing the repair is acceptable for compliance
with the requirements of paragraph (j) of this AD provided the
repair is done within the time specified in that paragraph.
(1) If the crack does not exceed the limits described in the
alert service bulletin, repair the crack in accordance with the
applicable procedures in the Accomplishment Instructions of the
alert service bulletin, except as provided by paragraph (n) of this
AD.
(2) If the crack exceeds the limits described in the alert
service bulletin and the alert service bulletin specifies to contact
Boeing or if the alert service bulletin specifies to repair before
further flight and contact the Boeing company: Repair in accordance
with a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or according to data meeting the
certification basis of the airplane approved by an Authorized
Representative (AR) for the Boeing Delegation Option Authorization
(DOA) 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.
(n) Where Figures 5 and 6 of the Accomplishment Instructions of
the alert service bulletin specify code F, this AD requires
operators to refer to code D in Figures 5 and 6 of the
Accomplishment Instructions of the alert service bulletin.
Post Repair/Preventative Modification Inspections
(o) At the later of the times specified in paragraphs (o)(1) or
(o)(2) of this AD, do the action specified in paragraph (p) of this
AD.
(1) Within 40,000 flight cycles after doing the repair or
preventative modification in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 727-53-0198, dated January
11, 1990; or Revision 1, dated July 25, 1991; or the alert service
bulletin. If a repair/preventative modification specified in the
original or Revision 1 of the service bulletin has been done and
additional repair/preventative modification actions specified in the
alert service bulletin have also been done, the flight cycles must
be counted from the first repair/preventative modification.
(2) Within 3,000 flight cycles after the effective date of this
AD.
(p) At the time specified in paragraph (o) of this AD, do the
inspections specified in paragraphs (p)(1) and (p)(2) of this AD in
accordance with the Accomplishment Instructions of the alert service
bulletin. If any crack is found, before further flight, do the
repair specified in paragraph (m) of this AD.
(1) Do an HFEC inspection for cracks of the bear strap. Repeat
the inspection thereafter at intervals not to exceed 20,000 flight
cycles.
(2) Do a detailed inspection for cracks of any repair and
preventative modification and its periphery. Repeat the inspection
thereafter at intervals not to exceed 3,000 flight cycles.
No Requirement to Contact Boeing
(q) Although paragraphs 3.B.9. and 3.B.10. of the Accomplishment
Instructions of the alert service bulletin specify to contact Boeing
after repairing cracks, this AD does not include that requirement.
Alternative Methods of Compliance (AMOCs)
(r)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19.
(2) The inspections specified in paragraphs (o) and (p) of this
AD are approved as a method of compliance (MOC) to paragraph (g) of
AD 98-11-03 R1, amendment 39-10983, for the inspections of
Structurally Significant Items (SSI) F-13A and F-14A of Supplemental
Structural Inspection Document (SSID), D6-48040-1, affected by the
repair or modification. The MOC applies only to the areas inspected
in accordance with the alert service bulletin. All provisions of AD
98-11-03 R1 that are not specifically referenced in paragraphs
(r)(2) and (r)(3) of this AD remain fully applicable and must be
complied with.
(3) For airplanes on which no repair or preventative
modification has been done in accordance with Boeing Service
Bulletin 727-53-0198, dated January 11, 1990; or Revision 1, dated
July 25, 1991; or the alert service bulletin: The inspections and
actions specified in paragraph (g) of this AD are approved as a MOC
to paragraph (c) of AD 98-11-03 R1 for the inspections of SSI F-13A
and F-14A of SSID, D6-48040-1. This MOC applies only to the areas
inspected in accordance with the alert service bulletin. All other
provisions of AD 98-11-03 R1 that are not specifically referenced in
paragraphs (r)(2) and (r)(3) of this AD remain fully applicable and
must be complied with.
Issued in Renton, Washington, on May 27, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-11708 Filed 6-13-05; 8:45 am]
BILLING CODE 4910-13-P