[Federal Register Volume 70, Number 113 (Tuesday, June 14, 2005)]
[Proposed Rules]
[Pages 34405-34409]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-11708]


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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