[Federal Register Volume 68, Number 192 (Friday, October 3, 2003)]
[Rules and Regulations]
[Pages 57339-57343]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-24681]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2003-NM-61-AD; Amendment 39-13324; AD 2003-20-06]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-9-31 and DC-
9-32 Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain McDonnell Douglas Model DC-9-31 and DC-9-32 
airplanes. This action requires, among other actions, various 
inspections to detect cracks of the cockpit enclosure window sill, and 
follow-on and corrective actions, as applicable. This action is 
necessary to prevent fatigue cracking of the internal doublers and 
frame structure of the fuselage skin of the cockpit enclosure window 
sill, which could result in rapid decompression of the fuselage and 
consequent reduced structural integrity of the airplane. This action is 
intended to address the identified unsafe condition.

DATES: Effective October 20, 2003.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of October 20, 2003.
    Comments for inclusion in the Rules Docket must be received on or 
before December 2, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2003-NM-61-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2003-NM-61-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 or 2000 or 
ASCII text.
    The service information referenced in this AD may be obtained from 
Boeing Commercial Aircraft Group, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024). This information may be examined 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., 
Renton, Washington; or at the FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California; or at the 
Office of the Federal Register, 800 North Capitol Street, NW., suite 
700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Wahib Mina, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office, 3960 Paramount Boulevard, Lakewood, California 90712; telephone 
(562) 627-5324; fax (562) 627-5210.

SUPPLEMENTARY INFORMATION: The FAA has received several reports of 
cracking of the internal doublers and frame structure of the fuselage 
skin of the cockpit enclosure window sill on McDonnell Douglas Model 
DC-9 series airplanes. These airplanes had accumulated between 61,624 
and 100,238 total flight cycles. The cause of such cracking has been 
attributed to high-cycle fatigue. Fatigue cracking of the subject area, 
if not corrected, could result in rapid decompression of the

[[Page 57340]]

fuselage and consequent reduced structural integrity of the airplane.

Other Related Rulemaking

    On October 11, 2002, the FAA issued AD 2002-21-09, amendment 39-
12915 (67 FR 65303, October 24, 2002), applicable to certain McDonnell 
Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, which 
currently requires, among other actions, various inspections to detect 
cracks of the cockpit enclosure window sill, and follow-on and 
corrective actions, as applicable. That AD was prompted by reports of 
cracking of the internal doublers and frame structure of the fuselage 
skin of the cockpit enclosure window sill. The actions required by that 
AD are intended to prevent fatigue cracking of the internal doublers 
and frame structure of the fuselage skin of the cockpit enclosure 
window sill, which could result in rapid decompression of the fuselage 
and consequent reduced structural integrity of the airplane.
    Since issuance of that AD, the FAA has determined that the same 
unsafe condition addressed in that AD may exist on certain additional 
Model DC-9-31 and DC-9-32 airplanes. The FAA was advised that four 
Model DC-9-31 and DC-9-32 airplanes (manufacturer's fuselage numbers 
0268, 0505, 1039, and 1046) were omitted inadvertently from the 
applicability of AD 2002-21-09 because those airplanes had been 
excluded inadvertently from the effectivity of paragraph 1.A. of Boeing 
Service Bulletin DC9-53-290, Revision 01, dated March 15, 2002. 
Therefore, these additional airplanes are also subject to the same 
unsafe condition addressed in AD 2002-21-09.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing Service Bulletin DC9-53-
290, Revision 02, dated January 30, 2003. The procedures specified by 
Revision 02 of the service bulletin are essentially the same as those 
procedures included in Boeing Service Bulletin DC9-53-290, Revision 01, 
dated March 15, 2002, as cited in AD 2002-21-09. However, this revision 
also adds four airplane fuselage numbers to the effectivity. No more 
work is necessary on the airplanes changed, as shown in Revision 01 of 
the service bulletin.
    Accomplishment of the actions specified in AD 2002-21-09 is 
acceptable for compliance with the requirements of this AD.

Explanation of Requirements of the Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design that may be 
registered in the United States at some time in the future, this AD is 
being issued to prevent fatigue cracking of the internal doublers and 
frame structure of the fuselage skin of the cockpit enclosure window 
sill, which could result in rapid decompression of the fuselage and 
consequent reduced structural integrity of the airplane. This AD 
requires, among other actions, various inspections to detect cracks of 
the cockpit enclosure window sill, and follow-on and corrective 
actions, as applicable. The actions are required to be accomplished in 
accordance with the service bulletin described previously, except as 
discussed below.

Difference Between Rule and Service Bulletin

    Operators should note that, although the service bulletin specifies 
that the manufacturer may be contacted for disposition of certain 
repair conditions, this AD requires the repair of those conditions to 
be accomplished in accordance with a method approved by the FAA.

Changes to 14 CFR Part 39/Effect on the AD

    On July 10, 2002, the FAA issued a new version of 14 CFR part 39 
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance (AMOCs). Because we have now included this material in part 
39, only the office authorized to approve AMOCs is identified in each 
individual AD.

Change to Labor Rate Estimate

    We have reviewed the figures we have used over the past several 
years to calculate AD costs to operators. To account for various 
inflationary costs in the airline industry, we find it necessary to 
increase the labor rate used in these calculations from $60 per work 
hour to $65 per work hour. The cost impact information, below, reflects 
this increase in the specified hourly labor rate.

Cost Impact

    None of the airplanes affected by this action are on the U.S. 
Register. All airplanes included in the applicability of this rule 
currently are operated by non-U.S. operators under foreign registry; 
therefore, they are not directly affected by this AD action. However, 
the FAA considers that this rule is necessary to ensure that the unsafe 
condition is addressed in the event that any of these subject airplanes 
are imported and placed on the U.S. Register in the future.
    Should an affected airplane be imported and placed on the U.S. 
Register in the future, it would require approximately 4 work hours to 
accomplish the required actions, at an average labor rate of $65 per 
work hour. Based on these figures, the cost impact of this AD would be 
$260 per airplane.

Determination of Rule's Effective Date

    Since this AD action does not affect any airplane that is currently 
on the U.S. register, it has no adverse economic impact and imposes no 
additional burden on any person. Therefore, prior notice and public 
procedures hereon are unnecessary and the amendment may be made 
effective in less than 30 days after publication in the Federal 
Register.

Comments Invited

    Although this action is in the form of a final rule and was not 
preceded by notice and opportunity for public comment, comments are 
invited on this rule. Interested persons are invited to comment on this 
rule by submitting such written data, views, or arguments as they may 
desire. Communications shall identify the Rules Docket number and be 
submitted in triplicate to the address specified under the caption 
ADDRESSES. All communications received on or before the closing date 
for comments will be considered, and this rule may be amended in light 
of the comments received. Factual information that supports the 
commenter's ideas and suggestions is extremely helpful in evaluating 
the effectiveness of the AD action and determining whether additional 
rulemaking action would be needed.
    Submit comments using the following format:
    [sbull] Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    [sbull] For each issue, state what specific change to the AD is 
being requested.
    [sbull] Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments,

[[Page 57341]]

in the Rules Docket for examination by interested persons. A report 
that summarizes each FAA-public contact concerned with the substance of 
this AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2003-NM-61-AD.'' The postcard will be date stamped and 
returned to the commenter.

Regulatory Impact

    The regulations adopted herein 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. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action: (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. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (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. Section 39.13 is amended by adding the following new airworthiness 
directive:

2003-20-06 McDonnell Douglas: Amendment 39-13324. Docket 2003-NM-61-
AD.

    Applicability: Model DC-9-31 and DC-9-32 airplanes; fuselage 
numbers 0268, 0505, 1039 and 1046; certificated in any category.
    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent fatigue cracking of the internal doublers and frame 
structure of the fuselage skin of the cockpit enclosure window sill, 
which could result in rapid decompression of the fuselage and 
consequent reduced structural integrity of the airplane, accomplish 
the following:

    Note 1: Where there are differences between the AD and the 
referenced service bulletin, the AD prevails.

Initial Inspections

    (a) Before the accumulation of 40,000 total landings, or within 
5,000 landings after the effective date of this AD, whichever occurs 
later, do the actions specified in paragraphs (a)(1) and (a)(2) of 
this AD per the Accomplishment Instructions of Boeing Service 
Bulletin DC9-53-290, Revision 02, dated January 30, 2003.
    (1) Do a general visual inspection to determine if any existing 
repair of the internal doublers and frame structure of the fuselage 
skin of the cockpit enclosure window sill has been accomplished 
before the effective date of this AD.

    Note 2: For the purposes of this AD, a general visual inspection 
is defined as: ``A visual examination of an interior or exterior 
area, installation, or assembly to detect obvious damage, failure, 
or irregularity. This level of inspection is made from within 
touching distance unless otherwise specified. A mirror may be 
necessary to enhance visual access to all exposed surfaces in the 
inspection area. This level of inspection is made under normally 
available lighting conditions such as daylight, hangar lighting, 
flashlight, or droplight and may require removal or opening of 
access panels or doors. Stands, ladders, or platforms may be 
required to gain proximity to the area being checked.''

    (2) Do inspections to detect cracks or loose or missing 
fasteners of the cockpit enclosure window sill per paragraphs 3.B.1. 
through 3.B.6. of the Accomplishment Instructions of the service 
bulletin. The inspections include a general visual inspection to 
detect loose or missing fasteners or cracks of the upper nose skins 
of the cockpit; a high frequency eddy current (HFEC) inspection for 
cracking of Zees; and detailed, borescope, and HFEC inspections for 
cracking of the skins and frames.

    Note 3: For the purposes of this AD, a detailed inspection is 
defined as: ``An intensive visual examination of a specific 
structural area, system, installation, or assembly to detect damage, 
failure, or irregularity. Available lighting is normally 
supplemented with a direct source of good lighting at intensity 
deemed appropriate by the inspector. Inspection aids such as mirror, 
magnifying lenses, etc. may be used. Surface cleaning and elaborate 
access procedures may be required.''


    Note 4: If any cracked Zee is found during any inspection per 
paragraph (a)(2) of this AD, refer to paragraph (h) of this AD.

Condition 1 (No Previous Repair and No Crack)

    (b) If no previous repair and no crack is found during the 
inspections required by paragraphs (a)(1) and (a)(2) of this AD: Do 
the actions specified in paragraph (b)(1) or (b)(2) of this AD, at 
the times specified in those paragraphs.

Condition 1, Option 1: Repetitive Inspections

    (1) Condition 1, Option 1: Repeat the inspections required by 
paragraph (a)(2) of this AD every 5,000 landings, until paragraph 
(b)(2) of this AD is done. If any crack is found, before further 
flight, determine the applicable Condition as specified in the 
Accomplishment Instructions of Boeing Service Bulletin DC9-53-290, 
Revision 02, dated January 30, 2003, and do the applicable actions 
required by this AD.

Condition 1, Option 2: Permanent Repair

    (2) Condition 1, Option 2: Do paragraphs (b)(2)(i) and 
(b)(2)(ii) of this AD.
    (i) Before further flight, do all actions associated with the 
permanent repair (including detailed and eddy current inspections of 
various parts; and repair, replacement, or rework of those parts, as 
applicable) per Condition 1, Option 2, of the Accomplishment 
Instructions of Boeing Service Bulletin DC9-53-290, Revision 02, 
dated January 30, 2003. This terminates the repetitive inspections 
per paragraph (b)(1) of this AD.

    Note 5: Boeing Service Bulletin DC9-53-290, Revision 02, dated 
January 30, 2003, refers to Boeing Service Rework Drawing 
SR09530268, Revision D, dated November 29, 2001, as an additional 
source of service information for identifying parts to be inspected, 
and repairing, replacing, or reworking those parts.

    (ii) Within 40,000 landings after doing the permanent repair 
required by paragraph (b)(2)(i) of this AD, repeat the inspections 
specified in paragraph (a)(2) of this AD to detect any crack of the 
completed repair, per the Accomplishment Instructions of the service 
bulletin. If no crack is found, repeat the inspections specified in 
paragraph (a)(2) of this AD every 5,000 landings. If any crack is 
found, do paragraph (g) of this AD.

Condition 2 (Any Crack Within Flyable Limits for Temporary Repair)

    (c) If any crack is found during the initial inspection required 
by paragraph (a)(2) of this AD, or during any repetitive inspection 
required by paragraph (b)(1) of this AD, and that crack is within 
the flyable limits specified in Condition 2 of the Accomplishment 
Instructions of Boeing Service Bulletin DC9-53-290, Revision 02, 
dated January 30, 2003: Do the actions specified in paragraph (c)(1) 
or (c)(2) of this AD.

    Note 6: Boeing Service Bulletin DC9-53-290, Revision 02, dated 
January 30, 2003, refers to Boeing Service Rework Drawing 
SR09530268, Revision D, dated November

[[Page 57342]]

29, 2001, as the source for determining flyable limits.

Condition 2, Option 1: Temporary Repair and Repetitive Inspections

    (1) Condition 2, Option 1: Do paragraphs (c)(1)(i), (c)(1)(ii), 
(c)(1)(iii), and (c)(1)(iv) of this AD, at the times specified in 
those paragraphs.
    (i) Before further flight, do the temporary repair (including 
installation of doublers) per Condition 2, Option 1, of the 
Accomplishment Instructions of the service bulletin.
    (ii) Within 2,000 landings after doing the temporary repair, do 
a general visual inspection to detect cracks of the skins and 
external doublers. If no crack is found that is outside the flyable 
limits specified in Condition 2 of the Accomplishment Instructions 
of the service bulletin, repeat the inspection every 2,000 landings 
until paragraph (c)(2)(i) of this AD is done.
    (iii) Within 3,500 landings after doing the temporary repair, do 
borescope and HFEC inspections to detect cracks of the internal 
structure. If no crack is found that is outside the flyable limits 
specified in Condition 2 of the Accomplishment Instructions of the 
service bulletin, repeat the inspection every 3,500 landings until 
paragraph (c)(2)(i) of this AD is done.

    Note 7: If any crack is found during any inspection per 
paragraph (c)(1)(ii) or (c)(1)(iii) of this AD, refer to paragraph 
(f) of this AD.

    (iv) Except as provided by paragraph (f) of this AD, within 
8,000 landings after doing the temporary repair, do the permanent 
repair specified in paragraph (c)(2) of this AD.

Condition 2, Option 2: Permanent Repair

    (2) Condition 2, Option 2: Do paragraphs (c)(2)(i) and 
(c)(2)(ii) of this AD at the times specified in those paragraphs.
    (i) Before further flight, do all actions associated with the 
permanent repair (including detailed and eddy current inspections of 
various parts; and repair, replacement, or rework of those parts, as 
applicable) per Condition 2, Option 2, of the Accomplishment 
Instructions of the service bulletin. This terminates the repetitive 
inspections required by paragraphs (c)(1)(ii) and (c)(1)(iii) of 
this AD.
    (ii) Within 40,000 landings after doing the permanent repair 
required by paragraph (c)(2)(i) of this AD, repeat the inspections 
specified in paragraph (a)(2) of this AD to detect any crack of the 
completed repair, per the Accomplishment Instructions of the service 
bulletin. If no crack and no crack progression is found, repeat the 
inspections specified in paragraph (a)(2) of this AD every 5,000 
landings. If any crack or crack progression is found, do paragraph 
(g) of this AD.

Condition 3 (Existing Temporary Repairs Per Certain Service 
Information)

    (d) If any temporary repair is found during any inspection 
required by paragraph (a)(1) of this AD and that repair was 
accomplished per the service information identified in Condition 3 
of the Accomplishment Instructions of Boeing Service Bulletin DC9-
53-290, Revision 02, dated January 30, 2003: Do the actions 
specified in paragraph (d)(1) or (d)(2) of this AD. Also, if the 
Station Y=83.550 frames have been repaired before the effective date 
of this AD per DC-9/MD-80 Structural Repair Manual, Section 53-03, 
Figure 34, or Boeing Service Rework Drawing S509530127, do a one-
time inspection of the frames for crack growth emanating beyond the 
repair angles. If any crack progression is found, before further 
flight, replace the frames with new frames per the Accomplishment 
Instructions of the service bulletin.

Condition 3, Option 1: Repetitive Inspections

    (1) Condition 3, Option 1: Do paragraphs (d)(1)(i), (d)(1)(ii), 
and (d)(1)(iii) of this AD at the times specified in those 
paragraphs.
    (i) Within 2,000 landings after doing the temporary repair, or 
before further flight after accomplishment of the initial 
inspections in paragraph (a) of this AD, whichever is later, do a 
general visual inspection to detect cracks of the skins and external 
doublers. If no crack is found that is outside the flyable limits 
specified in Condition 2 of the Accomplishment Instructions of the 
service bulletin, repeat the inspection every 2,000 landings until 
paragraph (d)(2)(i) of this AD is done.

    Note 8: If any crack outside the flyable limits is found during 
any inspection per paragraph (d)(1)(i) or (d)(1)(ii) of this AD, 
refer to paragraph (f) of this AD.

    (ii) Within 3,500 landings after doing the temporary repair, or 
before further flight after accomplishment of the initial 
inspections in paragraph (a) of this AD, whichever is later, do 
borescope and HFEC inspections to detect cracks of the internal 
structure. If no crack is found that is outside the flyable limits 
specified in Condition 2 of the Accomplishment Instructions of the 
service bulletin, repeat the inspection every 3,500 landings until 
paragraph (d)(2)(i) of this AD is done.
    (iii) Except as provided by paragraph (f) of this AD, within 
8,000 landings after doing the temporary repair, or before further 
flight if more than 8,000 landings have been accumulated since the 
temporary repair, do the permanent repair specified in paragraph 
(d)(2)(i) of this AD.

Condition 3, Option 2: Permanent Repair

    (2) Condition 3, Option 2: Do paragraphs (d)(2)(i) and 
(d)(2)(ii) of this AD at the times specified in those paragraphs.
    (i) Before further flight, do all actions associated with the 
permanent repair (including detailed and eddy current inspections of 
various parts; and repair, replacement, or rework of those parts, as 
applicable) per Condition 3, Option 2, of the Accomplishment 
Instructions of the service bulletin. This terminates the repetitive 
inspections required by paragraphs (d)(1)(i) and (d)(1)(ii) of this 
AD.
    (ii) Within 40,000 landings after doing the permanent repair 
required by paragraph (d)(2)(i) of this AD, repeat the inspections 
specified in paragraph (a)(2) of this AD to detect any crack of the 
completed repair, per the Accomplishment Instructions of the service 
bulletin. If no crack and no crack progression is found: Repeat the 
inspections specified in paragraph (a)(2) of this AD every 5,000 
landings. If any crack or crack progression is found, do paragraph 
(g) of this AD.

Condition 4 (Existing Repairs Per Other Service Information)

    (e) If any repair is found during any inspection required by 
paragraph (a)(1) of this AD, and the repair was not accomplished per 
the service information identified in Condition 4 of the 
Accomplishment Instructions of Boeing Service Bulletin DC9-53-290, 
Revision 02, dated January 30, 2003: Before further flight, repair 
per a method approved by the Manager, Los Angeles Aircraft 
Certification Office (ACO), FAA.

Condition 5 (Crack Outside Flyable Limits for Temporary Repair)

    (f) If any crack is found during any inspection required by 
paragraph (a)(2), (b)(1), (c)(1)(ii), (c)(1)(iii), (d)(1)(i), or 
(d)(1)(ii) of this AD; and that crack is outside the limits 
specified in Condition 2 of the Accomplishment Instructions of 
Boeing Service Bulletin DC9-53-290, Revision 02, dated January 30, 
2003; and a permanent repair was not previously accomplished per 
this AD: Do paragraphs (f)(1) and (f)(2) of this AD at the times 
specified in those paragraphs.
    (1) Before further flight, do all actions associated with the 
permanent repair (including detailed and eddy current inspections of 
various parts; and repair, replacement, or rework of those parts, as 
applicable) per Condition 5 of the Accomplishment Instructions of 
the service bulletin.
    (2) Within 40,000 landings after doing the permanent repair 
required by paragraph (f)(1) of this AD, repeat the inspections 
specified in paragraph (a)(2) of this AD to detect any crack of the 
completed repair, per the Accomplishment Instructions of the service 
bulletin. If no crack and no crack progression is found, repeat the 
inspections specified in paragraph (a)(2) of this AD every 5,000 
landings. If any crack or crack progression is found, do paragraph 
(g) of this AD.

Corrective Actions: Cracking Following Permanent Repair

    (g) If any crack or crack progression is found during any 
inspection required by paragraph (b)(2)(ii), (c)(2)(ii), (d)(2)(ii), 
or (f)(2) of this AD: Before further flight, repair per a method 
approved by the Manager, Los Angeles ACO.

Corrective Action for Cracked Zee

    (h) If any cracked Zee is found during any inspection performed 
per paragraph (a)(2) of this AD: Before further flight, replace the 
cracked Zee with a new part per the Accomplishment Instructions of 
Boeing Service Bulletin DC9-53-290, Revision 02, dated January 30, 
2003.

Credit for Accomplishment of Related AD 2002-21-09, Amendment 39-12915

    (i) Accomplishment of the actions specified in AD 2002-21-09 is 
acceptable for compliance with the requirements of this AD.

[[Page 57343]]

Alternative Methods of Compliance

    (j)(1) In accordance with 14 CFR 39.19, the Manager, Los Angeles 
ACO, FAA, is authorized to approve alternative methods of compliance 
(AMOCs) for this AD.
    (2) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by a 
Boeing Company Engineering Representative (DER) who has been 
authorized by the Manager, Los Angeles ACO, to make such findings.

Incorporation by Reference

    (k) Unless otherwise specified by this AD, the actions shall be 
done in accordance with Boeing Service Bulletin DC9-53-290, Revision 
02, dated January 30, 2003. This incorporation by reference was 
approved by the Director of the Federal Register in accordance with 
5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from 
Boeing Commercial Aircraft Group, Long Beach Division, 3855 Lakewood 
Boulevard, Long Beach, California 90846, Attention: Data and Service 
Management, Dept. C1-L5A (D800-0024). Copies may be inspected at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, Los Angeles ACO, 3960 Paramount 
Boulevard, Lakewood, California; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (l) This amendment becomes effective on October 20, 2003.

    Issued in Renton, Washington, on September 24, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 03-24681 Filed 10-2-03; 8:45 am]
BILLING CODE 4910-13-P