[Federal Register Volume 73, Number 168 (Thursday, August 28, 2008)]
[Rules and Regulations]
[Pages 50705-50709]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E8-19137]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-0223; Directorate Identifier 2007-NM-156-AD; 
Amendment 39-15652; AD 2008-17-14]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 727 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD), which applies to certain Boeing Model 727 series airplanes. That 
AD currently requires repetitive inspections to detect cracks and loose 
brackets of the elevator rear spar, and corrective actions if 
necessary. The existing AD also provides for an optional terminating 
action for the repetitive inspections. This new AD reduces the 
repetitive intervals of the inspections, mandates the previously 
optional terminating action for the repetitive inspections, and no 
longer allows stop-drilling. This AD results from new reports of 
cracks, elongated fastener holes, and loose fittings of the elevator 
rear spar. We are issuing this AD to prevent cracking of the elevator 
rear spar at the tab hinge locations, which could cause excessive 
freeplay of the elevator control tab and possible tab flutter, and 
consequent loss of control of the airplane.

DATES: This AD becomes effective October 2, 2008.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of October 2, 
2008.
    On April 22, 1996 (61 FR 11529, March 21, 1996), the Director of 
the Federal Register approved the incorporation by reference of Boeing 
Service Bulletin 727-55-0089, dated June 29, 1995.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (telephone 800-647-5527) is the Document Management 
Facility, U.S. Department of Transportation, Docket Operations, M-30, 
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Berhane Alazar, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
917-6577; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that supersedes AD 96-06-05, amendment 39-
9542 (61 FR 11529, March 21, 1996). The existing AD applies to certain 
Boeing Model 727 series airplanes. That NPRM was published in the 
Federal Register on November 23, 2007 (72 FR 65678). That NPRM proposed 
to require repetitive inspections to detect cracks and loose brackets 
of the elevator rear spar, and corrective actions if necessary. The 
NPRM also proposed to reduce the repetitive intervals of the 
inspections, mandate the previously optional terminating action for the 
repetitive inspection, and no longer allow stop-drilling.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments that have been 
received on the NPRM.

Request To Extend Compliance Time for Terminating Action (Spar 
Replacement)

    Several commenters (Boeing, Champion Air, DHL, FedEx, and 
ReadyJetGo) request that we extend the compliance time (18 months) for 
the terminating action specified in the NPRM. Boeing, Champion Air, and 
ReadyJetGo request an extension from 18 months to 24 months; DHL 
requests 36 months; and FedEx requests 36 months or 3,600 flight hours, 
whichever

[[Page 50706]]

occurs later. The commenters request the extension for the following 
reasons:
     The parts supply is limited. Champion Air and FedEx note 
that Boeing does not have any complete kits available. Boeing estimates 
it will not have any complete kits available until October 1, 2008.
     An extension of the compliance time would permit the spar 
replacement to be done during most operators' scheduled C-check 
maintenance intervals, and at a maintenance facility (FedEx), which is 
preferred due to the work-hours and skills involved with the 
modification.
     The number of cracks found during accomplishment of 
inspections required by AD 96-06-05 is low. Champion Air notes it has 
had zero findings from 89 inspections. DHL reports 3 findings. FedEx 
has documented 7 findings from 991 inspections.
     The repair of stop-drilled cracks in combination with the 
current inspections will maintain fleet safety during this extended 
time period.
    We partially agree with the commenters' request to extend the 
compliance time for the terminating replacement. We have determined 
that 24 months for the spar replacement will not adversely affect 
safety. However, in considering the other factors to extend the 
compliance time (data submitted, maintenance schedule differences, 
stop-drilling as a suggested repair method), we found that those 
factors were not sufficient to extend the compliance time further.
    In developing an appropriate compliance time for this action, we 
considered the urgency associated with the subject unsafe condition, 
the availability of required parts, and the practical aspect of 
accomplishing the required action within a period of time that 
corresponds to the normal scheduled maintenance for most affected 
operators. We have confirmed with Boeing that there is a parts supply 
problem. We have determined that we will extend the compliance time for 
the spar replacement from 18 to 24 months as recommended by the 
manufacturer due to the parts supply problem. We have revised paragraph 
(q) of this AD accordingly.

Request To Change From Calendar-Based to Use-Based Compliance Time for 
Terminating Replacement

    Champion Air notes that in the ``Differences Between the Proposed 
AD and Service Information'' section in the NPRM, we stated that a 
calendar time is not appropriate for addressing problems associated 
with fatigue. However, for the terminating replacement, the NPRM 
specifies a compliance time in terms of months instead of hours or 
cycles.
    We understand the comment and while Champion Air does not request a 
specific change, we consider that clarification is appropriate. While 
most initial and all repeat inspection times specified in this AD are 
given in flight hours because the inspections are intended to find 
problems associated with fatigue issues, the terminating action 
(replacement) is intended to ensure that there is not an undue reliance 
on inspections to maintain the safety of the fleet and to ensure that 
the terminating action is accomplished within an appropriate time 
period. We have not changed the AD in this regard.

Request To Lengthen Inspection Intervals

    DHL requests that we lengthen the repetitive inspection interval 
from 1,600 flight hours to 2,400 flight hours so that the intervals 
match the heavy maintenance intervals in their approved maintenance 
program.
    We do not agree with the commenter's request to lengthen the 
inspection interval. In light of the inspection results, and the 
analysis and recommendation of the airplane manufacturer, we have 
determined that 1,600 flight hours is an appropriate repetitive 
inspection interval. However, according to the provisions of paragraph 
(s) of this AD, we might approve requests to adjust the compliance time 
if the request includes data that prove the new compliance time would 
provide an acceptable level of safety. We have not changed the AD in 
this regard.

Request for Further Clarification on Effect of Human Factors on 
Repetitive Inspections

    FedEx requests further clarification of why the repetitive 
inspections required by AD 96-06-05 are no longer considered adequate. 
Such information could be used to better evaluate FedEx's current 
maintenance program. FedEx notes that the NPRM states ``human factors 
associated with numerous continual inspections'' have led to an 
emphasis on design change.
    As discussed in the ``Actions Since Existing AD Was Issued'' 
section of the NPRM, which is not repeated in this final rule, we 
determined that the existing long-term repetitive inspections do not 
provide an acceptable level of safety. This determination, in part, is 
based on a better understanding of the human factors element that 
errors do occur when associated with numerous continual inspections. 
This has led us to consider placing less emphasis on inspections and 
more emphasis on design improvements. Therefore, for consistency with 
our policy, we have determined that it is necessary to require 
modifications to adequately address the identified unsafe condition of 
this AD rather than continued reliance on inspections.
    In regard to FedEx's request for further information to assist the 
evaluation of their maintenance program, we have determined that this 
request would be best posed to their FAA Principal Maintenance 
Inspector. We have not changed the AD in this regard.

Conclusion

    We have carefully reviewed the available data, including the 
comments that have been received, and determined that air safety and 
the public interest require adopting the AD with the change described 
previously. We have determined that this change will neither increase 
the economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 815 airplanes of the affected design in the 
worldwide fleet. The following table provides the estimated costs for 
U.S. operators to comply with this AD.

                                                                     Estimated Costs
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                                                                                                                     Number of
                                                      Average                                                          U.S.-
                Action                  Work hours   labor rate            Parts              Cost per airplane      registered         Fleet cost
                                                      per hour                                                       airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Detailed Inspection (required by AD             17          $80  None....................  $1,360, per inspection           448  $609,280, per
 96-06-05).                                                                                 cycle.                                inspection cycle.

[[Page 50707]]

 
Terminating action (new action)......          416          $80  $14,975.................  $48,255................          448  $21,618,240
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Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that this AD:
    (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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. 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, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 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. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
removing amendment 39-9542 (61 FR 11529, March 21, 1996) and by adding 
the following new airworthiness directive (AD):

2008-17-14 Boeing: Amendment 39-15652. Docket No. FAA-2007-0223; 
Directorate Identifier 2007-NM-156-AD.

Effective Date

    (a) This AD becomes effective October 2, 2008.

Affected ADs

    (b) This AD supersedes AD 96-06-05.

Applicability

    (c) This AD applies to Boeing Model 727, 727C, 727-100, 727-
100C, 727-200, and 727-200F series airplanes, certificated in any 
category, as identified in Boeing Service Bulletin 727-55-0089, 
Revision 1, dated March 2, 2000.

Unsafe Condition

    (d) This AD results from new reports of cracks, elongated 
fastener holes, and loose fittings of the elevator rear spar. We are 
issuing this AD to prevent cracking of the elevator rear spar at the 
tab hinge locations, which could cause excessive freeplay of the 
elevator control tab and possible tab flutter, and consequent loss 
of control 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.

Requirements of AD 96-06-05

Repetitive Inspections and Follow-On Actions

    (f) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984 
(specified as terminating action in AD 84-22-02, amendment 39-4951), 
has not been accomplished and the repetitive inspections required by 
AD 84-22-02 have not been initiated: Prior to the accumulation of 
8,000 total flight hours since date of manufacture, or within 300 
flight hours after April 22, 1996 (the effective date of AD 96-06-
05), whichever occurs later, perform a detailed inspection to detect 
cracks and loose hinge brackets of the elevator rear spar in the 
area along the upper and lower edges at the shear plate, in 
accordance with Boeing Service Bulletin 727-55-0089, dated June 29, 
1995. Then accomplish the follow-on actions (i.e., repetitive 
inspections, stop-drilling, modification) in accordance with that 
service bulletin, at the times specified as follows:

    Note 1: For the purposes of this AD, a detailed inspection is: 
``An intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
mirror, magnifying lenses, etc., may be necessary. Surface cleaning 
and elaborate procedures may be required.''


    Note 2: AD 84-22-02 pertains to the one-piece elevator rear 
spar.
    (1) Repeat the detailed inspection thereafter at intervals not 
to exceed 1,600 flight hours.
    (2) If any crack is detected and stop-drilled as a result of any 
inspection required by this paragraph, accomplish the requirements 
of paragraph (l) of this AD, except as provided by paragraph (o) of 
this AD, at the times specified in paragraph (l) of this AD.

Repetitive Inspections and Follow-On Actions

    (g) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984 
(specified as terminating action in AD 84-22-02), has not been 
accomplished and the repetitive inspections required by AD 84-22-02 
have been initiated: Accomplish either paragraph (g)(1) or (g)(2) of 
this AD, as applicable.
    (1) If no crack has been detected as a result of inspections 
required by AD 84-22-02: Within 1,600 flight hours after the last 
inspection required by that AD, perform a detailed inspection to 
detect cracks and loose brackets of the elevator rear spar in the 
area along the upper and lower edges at the shear plate, in 
accordance with the Boeing Service Bulletin 727-55-0089, dated June 
29, 1995. Accomplish follow-on actions (i.e., repetitive inspection, 
stop-drilling, modification) in accordance with that service 
bulletin, except

[[Page 50708]]

as provided by paragraph (o) of this AD, at the times specified as 
follows:
    (i) Repeat the detailed inspection thereafter at intervals not 
to exceed 1,600 flight hours.
    (ii) If any crack is detected and stop-drilled as a result of 
any inspection required by this paragraph, accomplish the 
requirements of paragraph (l) of this AD, except as provided by 
paragraph (o) of this AD, at the times specified in paragraph (l) of 
this AD.
    (2) If any crack has been stop-drilled in accordance with AD 84-
22-02, accomplish the requirements of paragraph (l) of this AD, 
except as provided by paragraph (o) of this AD, at the times 
specified in paragraph (l) of this AD.
    (h) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-0085, dated August 31, 1984 
(specified as terminating action in AD 84-22-02, amendment 39-4951), 
has been accomplished: Within 4,000 flight hours after April 22, 
1996, perform a detailed inspection to detect cracks and loose hinge 
brackets of the elevator rear spar in the area along the upper and 
lower edges at the shear plate, in accordance with Boeing Service 
Bulletin 727-55-0089, dated June 29, 1995. Accomplish follow-on 
actions (i.e., repetitive inspections, stop-drilling, modification) 
in accordance with that service bulletin, except as provided by 
paragraph (o) of this AD, at the times specified as follows:
    (1) Repeat the detailed inspection thereafter at intervals not 
to exceed 4,000 flight hours, except as provided by paragraph (n) of 
this AD.
    (2) If any crack is detected and stop-drilled as a result of any 
inspection required by this paragraph, accomplish the requirements 
of paragraph (l) of this AD, except as provided by paragraph (o) of 
this AD, at the times specified in paragraph (l) of this AD.
    (i) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-087, dated June 20, 1986 
(specified as terminating action in AD 87-24-03, amendment 39-5769), 
has not been accomplished and the repetitive inspections required by 
AD 87-24-03 have not been initiated: Accomplish the requirements of 
paragraph (i)(1) of this AD at the earliest of the times specified 
in paragraph (i)(2) of this AD.

    Note 3: AD 87-24-03 pertains to the two-piece elevator rear 
spar.

    (1) Perform a detailed inspection to detect cracks and loose 
hinge brackets of the elevator rear spar in the area along the upper 
and lower edges at the shear plate, at the earliest of the times 
specified in paragraph (i)(2) of this AD, and in accordance with 
Boeing Service Bulletin 727-55-0089, dated June 29, 1995. Accomplish 
follow-on actions (i.e., repetitive inspection, stop-drilling, 
modification) in accordance with that service bulletin, at the times 
specified as follows:
    (i) Repeat the detailed inspection thereafter at intervals not 
to exceed 4,000 flight hours, except as provided by paragraph (n) of 
this AD.
    (ii) If any crack is detected and stop-drilled as a result of 
any inspection required by this paragraph, accomplish the 
requirements of paragraph (l) of this AD, except as provided by 
paragraph (o) of this AD, at the times specified in paragraph (l) of 
this AD.
    (2) Accomplish the initial detailed inspection required by 
paragraph (i)(1) of this AD at the earliest of the following times:
    (i) Prior to the accumulation of 27,000 total flight hours since 
date of manufacture, or within 4,000 flight hours after December 24, 
1987 (the effective date of AD 87-24-03), whichever occurs later; or
    (ii) Prior to the accumulation of 12,000 total flight hours 
since date of manufacture, or within 4,000 flight hours after April 
22, 1996, whichever occurs later; or
    (iii) Prior to the accumulation of 27,300 total flight hours 
since date of manufacture, or within 300 flight hours after April 
22, 1996, whichever occurs later.
    (j) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-087, dated June 20, 1986 
(specified as terminating action in AD 87-24-03), has not been 
accomplished and the repetitive inspections required by AD 87-24-03 
have been initiated: Accomplish either paragraph (j)(1) or (j)(2) of 
this AD, as applicable.
    (1) If no crack has been detected as a result of inspections 
required by AD 87-24-03: Within 4,000 flight hours after the last 
inspection required by that AD, perform a detailed inspection to 
detect cracks and loose brackets of the elevator rear spar in the 
area along the upper and lower edges at the shear plate, in 
accordance with Boeing Service Bulletin 727-55-0089, dated June 29, 
1995, except as provided by paragraph (m) of this AD. Accomplish 
follow-on actions (i.e., repetitive inspection, stop-drilling, 
modification) in accordance with that service bulletin, except as 
provided by paragraph (o) of this AD, at the times specified as 
follows:
    (i) Repeat the detailed inspection thereafter at intervals not 
to exceed 4,000 flight hours, except as provided by paragraph (n) of 
this AD.
    (ii) If any crack is detected and stop-drilled as a result of 
any inspection required by paragraph (j)(1) of this AD, accomplish 
the requirements of paragraph (l) of this AD, except as provided by 
paragraph (o) of this AD, at the times specified in paragraph (l) of 
this AD.
    (2) If any crack has been detected and stop-drilled in 
accordance with AD 87-24-03, accomplish the requirements of 
paragraph (l) of this AD, except as provided by paragraph (o) of 
this AD, at the times specified in paragraph (l) of this AD.
    (k) For airplanes on which the modification or repair described 
in Boeing Service Bulletin 727-55-087, dated June 20, 1986 
(specified as terminating action in AD 87-24-03), has been 
accomplished: Within 4,000 flight hours after April 22, 1996, 
perform a detailed inspection to detect cracks and loose hinge 
brackets of the elevator rear spar in the area along the upper and 
lower edges at the shear plate, in accordance with Boeing Service 
Bulletin 727-55-0089, dated June 29, 1995. Accomplish follow-on 
actions (i.e., repetitive inspection, stop-drilling, modification) 
in accordance with the service bulletin, except as provided by 
paragraph (o) of this AD, at the times specified as follows:
    (1) Repeat the detailed inspection thereafter at intervals not 
to exceed 4,000 flight hours, except as provided by paragraph (n) of 
this AD.
    (2) If any crack is detected and stop-drilled as a result of any 
inspection required by this paragraph, accomplish the requirements 
of paragraph (l) of this AD, except as provided by paragraph (o) of 
this AD, at the times specified in that paragraph.
    (l) If any crack is detected and stop-drilled in accordance with 
paragraph (f)(2), (g)(1)(ii), (g)(2), (h)(2), (i)(1)(ii), 
(j)(1)(ii), (j)(2), or (k)(2) of this AD, accomplish the following, 
except as provided by paragraphs (o) and (p) of this AD:
    (1) Within 1,600 flight hours after stop-drilling, perform a 
detailed inspection to detect cracks and loose hinge brackets of the 
elevator rear spar in the area along the upper and lower edges at 
the shear plate, and accomplish follow-on actions (i.e., stop-
drilling, modification) in accordance with the service bulletin. If 
any crack growth is detected after stop-drilling, prior to further 
flight, modify the elevator rear spar in accordance with Part II of 
the Accomplishment Instructions of Boeing Service Bulletin 727-55-
0089, dated June 29, 1995. Accomplishment of this modification 
constitutes terminating action for the repetitive inspection 
requirements of this AD.
    (2) Within 3,200 flight hours after stop-drilling, modify the 
elevator rear spar in accordance with Part II of the Accomplishment 
Instructions of Boeing Service Bulletin 727-55-0089, dated June 29, 
1995. Accomplishment of this modification constitutes terminating 
action for the repetitive inspection requirements of this AD.

New Actions Required by This AD

New Service Information

    (m) As of the effective date of this AD, use only the 
Accomplishment Instructions of Boeing Service Bulletin 727-55-0089, 
Revision 1, dated March 2, 2000, to do the repetitive detailed 
inspections required by this AD.

Certain Repetitive Inspections at Reduced Intervals

    (n) For airplanes being inspected at intervals not to exceed 
4,000 flight hours in accordance with paragraphs (h)(1), (i)(1)(i), 
(j)(1)(i), and (k)(1) of this AD: As of the effective date of this 
AD, do those inspections within 1,600 flight hours since the last 
detailed inspection or 6 months after the effective date of this AD, 
whichever occurs later, and thereafter at intervals not to exceed 
1,600 flight hours.

Stop-Drilling Prohibited

    (o) As of the effective date of this AD, stop-drilling required 
by paragraphs (f) through (l) inclusive of this AD is prohibited.

Replacement of Cracked Rear Spars/Loose Brackets

    (p) As of the effective date of this AD, if any cracked rear 
spar or loose bracket is detected during any inspection required by 
this AD, before further flight, do the replacement specified in 
paragraph (q) of this AD.

[[Page 50709]]

Terminating Replacement

    (q) Within 24 months after the effective date of this AD, 
replace the elevator rear spar with a new elevator rear spar and 
support fittings, in accordance with Part II of the Accomplishment 
Instructions of Boeing Service Bulletin 727-55-0089, Revision 1, 
dated March 2, 2000. Accomplishing the replacement constitutes 
terminating action for the requirements of this AD.
    (r) Accomplishing the replacement before the effective date of 
this AD in accordance with Boeing Service Bulletin 727-55-0089, 
dated June 29, 1995, is considered acceptable for compliance with 
the corresponding action specified in paragraph (q) of this AD.

Alternative Methods of Compliance (AMOCs)

    (s)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, ATTN: Berhane Alazar, Aerospace Engineer, Airframe Branch, ANM-
120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, Washington 
98057-3356; telephone (425) 917-6577; fax (425) 917-6590; has the 
authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your appropriate principal inspector (PI) in the FAA 
Flight Standards District Office (FSDO), or lacking a PI, your local 
FSDO.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.
    (4) AMOCs approved previously in accordance with AD 96-06-05 are 
approved as AMOCs for the corresponding provisions of this AD.

Material Incorporated by Reference

    (t) You must use Boeing Service Bulletin 727-55-0089, dated June 
29, 1995; or Boeing Service Bulletin 727-55-0089, Revision 1, dated 
March 2, 2000; as applicable; to perform the actions that are 
required by this AD, unless the AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of Boeing Service Bulletin 727-55-0089, 
Revision 1, dated March 2, 2000, in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51.
    (2) On April 22, 1996 (61 FR 11529, March 21, 1996), the 
Director of the Federal Register approved the incorporation by 
reference of Boeing Service Bulletin 727-55-0089, dated June 29, 
1995.
    (3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington; or at the National Archives 
and Records Administration (NARA). For information on the 
availability of this material at NARA, call 202-741-6030, or go to: 
http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on August 7, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E8-19137 Filed 8-27-08; 8:45 am]
BILLING CODE 4910-13-P