[Federal Register Volume 69, Number 226 (Wednesday, November 24, 2004)]
[Proposed Rules]
[Pages 68274-68277]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-26028]



[[Page 68274]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2004-19679; Directorate Identifier 2003-NM-132-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for certain Boeing Model 727, 727C, 727-100, 727-100C, 727-200, and 
727-200F series airplanes. This proposed AD would require repetitive 
inspections of the carriage attach fittings on the foreflaps of each 
wing for cracking and other discrepancies, and corrective actions if 
necessary. For certain airplanes, the proposed AD would also 
concurrently require various other actions related to the subject area. 
This proposed AD also provides for an optional terminating action for 
the repetitive inspection requirements and for an optional replacement 
that would defer the repetitive inspections. This proposed AD is 
prompted by reports of damaged or failed outboard foreflaps with a 
cracked or failed carriage attach fitting of the foreflap sequencing 
carriage. We are proposing this AD to detect and correct fatigue 
cracking of the attach fittings of the foreflap carriage of the wings, 
which could result in partial or complete loss of the foreflap and 
consequent loss of controllability of the airplane.

DATES: We must receive comments on this proposed AD by January 10, 
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 can examine the contents of this AD docket on the Internet at 
http://dms.dot.gov, or in person 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. This docket 
number is FAA-2004-19679; the directorate identifier for this docket is 
2003-NM-132-AD.

FOR FURTHER INFORMATION CONTACT: Technical information: 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..
    Plain language information: Marcia Walters, [email protected].

SUPPLEMENTARY INFORMATION:

Docket Management System (DMS)

    The FAA has implemented new procedures for maintaining AD dockets 
electronically. As of May 17, 2004, new AD actions are posted on DMS 
and assigned a docket number. We track each action and assign a 
corresponding directorate identifier. The DMS AD docket number is in 
the form ``Docket No. FAA-2004-99999.'' The Transport Airplane 
Directorate identifier is in the form ``Directorate Identifier 2004-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier 
(``Old Docket Number'') as a cross-reference for searching purposes.

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2004-19679; 
Directorate Identifier 2003-NM-132-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 can review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
can visit http://dms.dot.gov.
    We are reviewing the writing style we currently use in regulatory 
documents. We are interested in your comments on whether the style of 
this document is clear, and your suggestions to improve the clarity of 
our communications that affect you. You can get more information about 
plain language at http://www.faa.gov/language and http://www.plainlanguage.gov.

Examining the Docket

    You can examine the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the 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 several reports of damaged or failed outboard 
foreflaps with a cracked or failed carriage attach fitting of the 
foreflap sequencing carriage on certain Boeing Model 727, 727C, 727-
100, 727-100C, 727-200, and 727-200F series airplanes. Investigation 
revealed that fatigue cracking of the fitting is possible due to high 
fit-up stress combined with airloads. Such fatigue cracking, if not 
detected and corrected, could result in partial or complete loss of the 
foreflap and consequent loss of controllability of the airplane.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 727-57A0135, 
Revision 3, dated June 27, 2002. The service bulletin describes the 
following inspection and corrective procedures for the two carriage 
attach fittings on the inboard and outboard foreflaps of each wing:
     Repetitive detailed inspections to detect cracks and 
surface deviations on all edges, surfaces, and lug attachment fastener 
holes;

[[Page 68275]]

     Repetitive high frequency eddy current inspections (HFEC) 
to detect cracks at the lug attachment fastener holes; and
     For cases where any crack is detected at a lug attachment 
fastener hole or any surface deviation beyond certain limits is 
detected on any edge, surface, or lug attachment fastener hole: 
Replacement of that carriage attach fitting with a new, improved 
fitting or a new fitting having the same part number as the existing 
fitting.
    The service bulletin also describes the following two optional 
procedures:
     Replacing the two carriage attach fittings on the inboard 
and outboard foreflaps of each wing with a new, improved fitting. 
Accomplishment of this replacement and the applicable procedures 
specified in Boeing Service Bulletin 57-59, Revision 1, dated September 
27, 1965; Boeing Service Bulletin 727-27-133, Revision 1, dated May 9, 
1972; and Boeing Service Bulletin 57-72, dated September 21, 1966 (all 
three described below); as applicable; would eliminate the need for the 
repetitive inspections described above.
     Replacing the two carriage attach fittings on the inboard 
and outboard foreflaps of each wing with new fittings having the same 
part number as the existing fittings. Accomplishment of this 
replacement and the applicable procedures specified in Boeing Service 
Bulletins 57-59, 727-27-133, and 57-72 would defer the next inspections 
described above for an additional 10,000 flight cycles.
    In addition, the service bulletin also describes procedures for 
inspecting for interference between the carriage attach fitting and the 
carriage lug fitting, and other related investigative/corrective 
actions if necessary. The related investigative actions include 
measuring the radius for minimum permitted radius and inspecting 
surface finish for maximum permitted finish. The corrective actions 
include adding a shim; reworking the carriage attach lug; and 
contacting the airplane manufacturer if rework of the improved fitting 
is required; as applicable.
    We have also reviewed Boeing Service Bulletin 57-59, Revision 1, 
dated September 27, 1965. The service bulletin describes procedures for 
installation of guide blocks and bushings in the midflap ribs.
    In addition, we have reviewed Boeing Service Bulletin 727-27-133, 
Revision 1, dated May 9, 1972. The service bulletin describes 
procedures for performing a one-time inspection for foreflap airload 
roller travel on the foreflap track; repair if necessary; and modifying 
the control drum of the inboard flap and inboard jackscrews of the 
outboard flap; as applicable. The modification includes installing a 
stop plate on the control drum of the inboard flap, and replacing the 
down stop at the inboard jackscrews of the outboard flap; as 
applicable.
    In addition, we have reviewed Boeing Service Bulletin 57-72, dated 
September 21, 1966. The service bulletin describes procedures for 
chamfering the upper and lower flanges at the aft end of the foreflap 
tracks; performing a standard magnetic particle inspection of the 
entire foreflap tracks for cracks; performing a one-time general 
inspection of the track rib faces to verify if the opening in the spars 
is flush with or clear of the plane of the track rib faces; and rework 
if necessary. This rework includes trimming the midflap front and rear 
spar webs. The service bulletin also describes procedures for a one-
time general visual inspection of the head or shank of bolts by 
securing the foreflap links to the foreflap tracks to verify if they 
protrude beyond the edge of the track flange, and rework if necessary. 
This rework includes installing a laminated washer under the bolt head.
    Accomplishing the actions specified in the service information 
described above is intended to 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 of the carriage attach fittings on 
the foreflaps of each wing for cracking and other discrepancies, and 
corrective actions if necessary. For certain airplanes, the proposed AD 
would also concurrently require various other actions related to the 
subject area. This AD also provides for an optional terminating action 
for the repetitive inspection requirements and for an optional 
replacement that would defer the repetitive inspections. The actions, 
if accomplished, would be required to be accomplished in accordance 
with the service bulletins described previously, except as discussed 
under ``Difference Between the Proposed AD and Service Bulletins.''

Difference Between the Proposed AD and Service Bulletins

    Boeing Alert Service Bulletin 727-57A0135 and Boeing Service 
Bulletin 727-27-133 specify that the manufacturer may be contacted for 
disposition of certain rework and repair conditions. In addition, 
Boeing Service Bulletin 57-72 does not specify what to do for cases of 
crack findings during a standard magnetic particle inspection of the 
entire foreflap tracks. However, unlike those service bulletins, this 
proposal would require the rework and repair of those conditions to be 
accomplished in accordance with a method approved by the FAA, or in 
accordance with data meeting the type certification basis of the 
airplane approved by a Boeing Company Designated Engineering 
Representative who has been authorized by the FAA to make such 
findings.

Costs of Compliance

    There are about 1,292 airplanes of the affected design in the 
worldwide fleet. We estimate that 855 airplanes of U.S. registry would 
be affected by this proposed AD. The average labor rate is $65 per work 
hour. The following table provides the estimated costs for U.S. 
operators to comply with this proposed AD.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
               For                        Action          Work hours        Parts cost               Cost
----------------------------------------------------------------------------------------------------------------
All airplanes....................  Inspections of the              4  None.................  $222,300, $260 per
                                    carriage attach                                           airplane, per
                                    fittings.                                                 inspection cycle.
Certain airplanes................  Installation of                32  Free.................  $2,080 per
                                    guide blocks.                                             airplane.
Certain airplanes................  Inspection of                   4  None.................  $260 per airplane.
                                    foreflap airload
                                    roller travel.
Certain airplanes................  Modification of the             4  Free.................  $260 per airplane.
                                    inboard jackscrews
                                    on the outboard
                                    flap.
Certain airplanes................  Inspection of the              12  None.................  $780 per airplane.
                                    entire track and of
                                    the track rib faces.
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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.
    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-2004-19679; Directorate Identifier 2003-NM-
132-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by January 10, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F series airplanes, as listed in Boeing 
Alert Service Bulletin 727-57A0135, Revision 3, dated June 27, 2002; 
certificated in any category.

Unsafe Condition

    (d) This AD was prompted by reports of damaged or failed 
outboard foreflaps with a cracked or failed carriage attach fitting 
of the foreflap sequencing carriage. We are issuing this AD to 
detect and correct fatigue cracking of the attach fittings of the 
foreflap carriage of the wings, which could result in partial or 
complete loss of the foreflap and consequent loss of controllability 
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.

Inspections

    (f) Except as provided by paragraph (o) of this AD: Within 1,000 
flight cycles after the effective date of this AD, and thereafter at 
intervals not to exceed 1,000 flight cycles, inspect as specified in 
paragraphs (f)(1) and (f)(2) of Table 1 of this AD in accordance 
with the Accomplishment Instructions of Boeing Alert Service 
Bulletin 727-57A0135, Revision 3, dated June 27, 2002. Table 1 is as 
follows:

                    Table 1.--Inspection Requirements
------------------------------------------------------------------------
             Requirements--                       Description--
------------------------------------------------------------------------
(1) Area to inspect....................  The two carriage attach
                                          fittings on the inboard and
                                          outboard foreflaps of each
                                          wing.
(2) Type of inspections................  (i) A detailed inspection to
                                          detect cracks and surface
                                          deviations on all edges,
                                          surfaces, and lug attachment
                                          fastener holes.
                                         (ii) A high frequency eddy
                                          current (HFEC) inspection to
                                          detect cracks at the lug
                                          attachment fastener holes.
------------------------------------------------------------------------

Crack or Surface Deviation Findings: Replacement

    (g) If any crack is detected or if any surface deviation beyond 
the limits specified in the service bulletin is detected during any 
inspection required by paragraph (f) of this AD, before further 
flight, replace the carriage attach fitting with a new, improved 
fitting or a new fitting having the same part number as the existing 
fitting, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 727-57A0135, Revision 3, dated June 
27, 2002.

Measurement and Associated Corrective Action(s)

    (h) Within 3,500 flight cycles after the effective date of this 
AD, inspect for interference between the carriage attach fitting and 
the carriage lug fitting, and do other related investigative actions 
by accomplishing all the actions specified in paragraph 3.C. and 
Figure 2 of the Accomplishment Instructions of Boeing Alert Service 
Bulletin 727-57A0135, Revision 3, dated June 27, 2002. Do the 
actions in accordance with the service bulletin.
    (i) If any discrepancy is found during any action required by 
paragraph (h) of this AD, before further flight, accomplish 
applicable corrective action(s) (e.g., adding a shim or reworking 
the carriage attachment lug assembly) in accordance with paragraph 
3.C. and Figure 2 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 727-57A0135, Revision 3, dated June 27, 2002. Where 
the service bulletin specifies to contact the manufacturer if rework 
of the improved fitting is required: Before further flight, rework 
in accordance with a method approved by the Manager, Seattle 
Aircraft Certification Office (ACO), FAA, or in accordance with data 
meeting the type certification basis of the airplane approved by a 
Boeing Company Designated Engineering Representative (DER) who has 
been authorized by the FAA to make such findings. For a repair 
method to be approved, the approval must specifically reference this 
AD.

Concurrent Requirements

    (j) For Model 727 airplanes listed in Boeing Service Bulletin 
57-59, Revision 1, dated September 27, 1965: Before or at the same 
time with the requirements of paragraph (h) of this AD, install 
guide blocks and bushings in the midflap ribs in accordance with the 
Accomplishment Instructions of the service bulletin.
    (k) For Model 727 airplanes listed in Boeing Service Bulletin 
727-27-133, Revision 1, dated May 9, 1972: Before or at the same 
time with the requirements of paragraph (h) of this AD, do the 
actions specified in paragraphs (k)(1) and (k)(2) of this AD, as 
applicable.
    (1) For Groups I and II airplanes identified in the service 
bulletin: Do a one-time inspection of the airload support roller for 
travel on the foreflap track in accordance with Part I of the 
Accomplishment Instructions of the service bulletin.
    (i) If the airload support roller travels within the limits 
specified in the service bulletin, modify the control drum of the 
inboard flap and inboard jackscrews of the outboard flap, in 
accordance with Part II of the Accomplishment Instructions of the 
service bulletin.

[[Page 68277]]

    (ii) If the airload support roller travels beyond the limits 
specified in the service bulletin, repair in accordance with a 
method approved by the Manager, Seattle ACO, FAA or in accordance 
with data meeting the type certification basis of the airplane 
approved by a Boeing Company DER who has been authorized by the FAA 
to make such findings.
    (2) For Group III airplanes identified in the service bulletin: 
Modify the inboard jackscrews of the outboard flap (i.e., replacing 
the down stop at the inboard jackscrews of the outboard flap) in 
accordance with Part II of the Accomplishment Instructions of the 
service bulletin.
    (l) For Model 727 airplanes listed in Boeing Service Bulletin 
57-72, dated September 21, 1966: Before or at the same time with the 
requirements of paragraph (h) of this AD, do the actions specified 
in paragraphs (l)(1) through (l)(4) of this AD.
    (1) Chamfer the upper and lower flanges at the aft end of the 
foreflap tracks in accordance with the Accomplishment Instructions 
of the service bulletin.
    (2) Do a standard magnetic particle inspection of the entire 
foreflap tracks for cracks in accordance with the Accomplishment 
Instructions of the service bulletin. If any crack is detected, 
before further flight, repair in accordance with a method approved 
by the Manager, Seattle ACO, FAA or in accordance with data meeting 
the type certification basis of the airplane approved by a Boeing 
Company DER who has been authorized by the FAA to make such 
findings. For a repair method to be approved, the approval must 
specifically reference this AD.
    (3) Do a general visual inspection of the track rib faces at the 
front and rear spars to verify if the opening in the spars is flush 
with or clear of the plane of the rib faces, in accordance with the 
Accomplishment Instructions of the service bulletin. If the opening 
is not flush or clear with the plane, before further flight, rework 
the spar opening in accordance with the Accomplishment Instructions 
of the service bulletin.
    (4) Do a general visual inspection of the head or shank of bolts 
by securing the foreflap links to the foreflap tracks to verify if 
they protrude beyond the edge of the track flange in accordance with 
the Accomplishment Instructions of the service bulletin. If the head 
or shank of the bolts protrude beyond the edge of the track flange, 
before further flight, rework in accordance with the Accomplishment 
Instructions of the service bulletin.

    Note 1: 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.''

    (m) For airplanes other than those identified in the service 
bulletins specified in paragraphs (j) through (l) of this AD: Before 
or at the same time with the requirements of paragraph (h) of this 
AD, do an inspection to verify if any of the parts listed in the 
``Spares Affected'' paragraph of each service bulletin referenced in 
paragraphs (j) through (l) of this AD are installed on the airplane. 
If any part identified in that paragraph is found installed, before 
further flight, do the applicable corrective and investigative 
action(s) specified in paragraphs (j) through (l) of this AD.

Optional Terminating Actions

    (n) Replacement of the two carriage attach fittings on the 
inboard and outboard foreflaps of each wing with new, improved 
fittings, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 727-57A0135, Revision 3, dated June 
27, 2002; and accomplishment of the actions specified in paragraphs 
(j) through (m) of this AD, as applicable, before or concurrently 
with the replacement; constitutes terminating action for the 
requirements of this AD.

Optional Deferral of Inspection

    (o) Replacement of the two carriage attach fittings on the 
inboard and outboard foreflaps of each wing with new fittings having 
the same part number as the existing fittings, in accordance with 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
727-57A0135, Revision 3, dated June 27, 2002; and accomplishment of 
the actions specified in paragraphs (j) through (m) of this AD, as 
applicable, before or concurrently with the replacement; defers the 
next inspection required by paragraph (f) of this AD for 10,000 
flight cycles after the replacement. Thereafter, repeat the 
inspections required by paragraph (f) of this AD at intervals not to 
exceed 1,000 flight cycles.

Credit for Previously Accomplished Service Bulletins

    (p) Installations accomplished before the effective date of this 
AD in accordance with Boeing Service Bulletin 57-59, dated September 
2, 1965; are acceptable for compliance with the requirements of 
paragraph (j) of this AD.
    (q) Inspections and modifications accomplished before the 
effective date of this AD in accordance with Boeing Service Bulletin 
727-27-133, dated October 7, 1971; are acceptable for compliance 
with the requirements of paragraph (k) of this AD.

Alternative Methods of Compliance (AMOCs)

    (r)(1) In accordance with 14 CFR 39.19, the Manager, Seattle 
ACO, FAA, is authorized to approve alternative methods of compliance 
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 Designated Engineering Representative who has been 
authorized by the Manager, Seattle ACO, to make those findings. For 
a repair method to be approved, the approval must specifically refer 
to this AD.

    Issued in Renton, Washington, on November 19, 2004.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-26028 Filed 11-23-04; 8:45 am]
BILLING CODE 4910-13-P