Airworthiness Directives; Boeing Model 727 Series Airplanes

[Federal Register Volume 65, Number 54 (Monday, March 20, 2000)]
[Rules and Regulations]
[Pages 14848-14850]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-6157]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-73-AD; Amendment 39-11629; AD 2000-05-19]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 727 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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[[Page 14849]]

SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all Boeing Model 727 series airplanes, that requires a 
one-time detailed visual inspection of the fuselage skin and bonded 
doubler area above the forward entry doorway to detect fatigue cracking 
or the existence of certain repairs, and follow-on corrective actions, 
if necessary. This action also requires a preventive modification or 
full-sized repair doubler, as applicable. This amendment is prompted by 
reports of fatigue cracking in the fuselage skin and bonded doublers in 
the forward and aft corners above the forward entry doorway. The 
actions specified by this AD are intended to prevent such fatigue 
cracking of the fuselage skin and bonded doubler, which could result in 
reduced structural integrity and consequent loss of cabin 
pressurization.

DATES: Effective April 24, 2000.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of April 24, 2000.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the Federal 
Aviation Administration (FAA), Transport Airplane Directorate, Rules 
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Walter Sippel, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle 
Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056; telephone (425) 227-2774; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) to include an airworthiness 
directive (AD) that is applicable to all Boeing Model 727 series 
airplanes was published in the Federal Register on December 7, 1999 (64 
FR 68297). That action proposed to require a one-time detailed visual 
inspection of the fuselage skin and bonded doubler area above the 
forward entry doorway to detect fatigue cracking or the existence of 
certain repairs, and follow-on corrective actions, if necessary. That 
action also proposed to require a preventive modification or full-sized 
repair doubler, as applicable.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    One commenter supports the proposed rule. Another commenter states 
that it is not affected by the proposed rule.

Conclusion

    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule as proposed.

Cost Impact

    There are approximately 1,429 airplanes of the affected design in 
the worldwide fleet. The FAA estimates that 887 airplanes of U.S. 
registry will be affected by this AD.
    The FAA estimates that it will take approximately 1 work hour per 
airplane to accomplish the inspection of the fuselage skin and bonded 
doubler area, and that the average labor rate is $60 per work hour. 
Based on these figures, the cost impact of the AD on U.S. operators is 
estimated to be $53,220, or $60 per airplane.
    The FAA estimates that it will take approximately 27 work hours per 
airplane to accomplish the preventive modification or full-sized repair 
doubler, and that the average labor rate is $60 per work hour. Required 
parts will cost approximately $979 per airplane. Based on these 
figures, the cost impact of the AD on U.S. operators is estimated to be 
$2,305,313, or $2,599 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this AD were not adopted.

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

    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

    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. Section 39.13 is amended by adding the following new 
airworthiness directive:

2000-05-19  Boeing: Amendment 39-11629. Docket 99-NM-73-AD.
    Applicability: All Model 727 series airplanes, certificated in 
any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (c) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent fatigue cracking of the fuselage skin and bonded 
doubler area above the forward entry doorway, which could result in 
reduced structural integrity and consequent loss of cabin 
pressurization, accomplish the following:

Detailed Visual Inspection

    (a) Prior to the accumulation of 60,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later: Perform a one-time detailed visual 
inspection of the fuselage skin and

[[Page 14850]]

bonded doubler area above the forward entry doorway to detect 
fatigue cracking or the existence of a previous repair, in 
accordance with Boeing Service Bulletin 727-53-0186, Revision 1, 
dated May 21, 1992.

Corrective Action

    (1) If no crack or repair is detected, prior to further flight, 
perform the preventive modification in accordance with the service 
bulletin. No further action is required by this AD.
    (2) If any crack but no repair is detected, prior to further 
flight, accomplish the actions required by paragraph (a)(2)(i), 
(a)(2)(ii), or (a)(2)(iii), as applicable.
    (i) If any crack is less than or equal to 2.5 inches, perform 
the full-sized repair doubler in accordance with Boeing Service 
Bulletin 727-53-0186, Revision 1, dated May 21, 1992. Accomplishment 
of this action constitutes terminating action for the requirements 
of this AD.
    (ii) If any crack exceeds 2.5 inches, repair in accordance with 
a method approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA, Transport Airplane Directorate; 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 Manager, Seattle ACO, to make 
such findings. For a repair method to be approved by the Manager, 
Seattle ACO, or the Boeing DER, as required by this paragraph, the 
approval letter must specifically reference this AD.
    (iii) If any crack in the bear strap is detected, repair in 
accordance with a method approved by the Manager, Seattle ACO; 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 Manager, Seattle ACO, to make such findings. For a repair method 
to be approved by the Manager, Seattle ACO, or the Boeing DER, as 
required by this paragraph, the approval letter must specifically 
reference this AD.
    (3) If any repair is found, accomplish paragraph (a)(3)(i), 
(a)(3)(ii), or (a)(3)(iii), of this AD, as applicable.
    (i) If a full-sized repair doubler is found, as specified by 
Boeing Service Bulletin 727-53-0186, dated April 27, 1989, or 
Revision 1, dated May 21, 1992, and any crack is less than or equal 
to 2.5 inches, no further action is required by this AD.
    (ii) If a half-sized repair doubler is found, as specified by 
Boeing Service Bulletin 727-53-0186, dated April 27, 1989, or 
Revision 1, dated May 21, 1992, and any crack is less than or equal 
to 2.5 inches and is not in the bear strap: Prior to further flight, 
perform the full-sized repair doubler in accordance with Boeing 
Service Bulletin 727-53-0186, Revision 1, dated May 21, 1992. No 
further action is required by this AD.
    (iii) If a half-sized or full-sized repair doubler is found, as 
specified by the service bulletin, and any crack exceeds 2.5 inches 
or is located in the bear strap: Prior to further flight, repair in 
accordance with a method approved by the Manager, Seattle ACO 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 Manager, Seattle ACO, to make such findings. For a repair method 
to be approved by the Manager, Seattle ACO, or the Boeing DER, as 
required by this paragraph, the approval letter must specifically 
reference this AD.

    Note 2: For the purposes of this AD, a detailed visual 
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 an 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirrors, magnifying lenses, etc. may be used. Surface cleaning 
and elaborate access procedures may be required.''

Terminating Action for AD 94-05-04

    (b) Accomplishment of the requirements of this AD constitutes 
terminating action for the requirements of paragraph (a) of AD 94-
05-04, amendment 39-8842 (which are required to be accomplished in 
accordance with Appendices A.3, B.3, and C.3 of Boeing Document 
Number D6-54860, ``Aging Airplane Service Bulletin Structural 
Modification and Inspection Program--Model 727,'' Revision G, dated 
March 5, 1993), with respect to the modification specified in Boeing 
Service Bulletin 727-53-0186, dated April 27, 1989. All other 
service bulletins referenced in Boeing Document Number D6-54860 
still apply.

Alternative Methods of Compliance

    (c) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle ACO. Operators shall submit 
their requests through an appropriate FAA Principal Maintenance 
Inspector, who may add comments and then send it to the Manager, 
Seattle ACO.

    Note 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (d) Special flight permits may be issued in accordance with 
Sec. 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 
21.197 and 21.199) to operate the airplane to a location where the 
requirements of this AD can be accomplished.

Incorporation by Reference

    (e) Except as provided by paragraphs (a)(2)(ii), (a)(2)(iii), 
and (a)(3)(iii) of this AD, the actions shall be done in accordance 
with Boeing Service Bulletin 727-53-0186, Revision 1, dated May 21, 
1992. 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 Airplane 
Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
    (f) This amendment becomes effective on April 24, 2000.

    Issued in Renton, Washington, on March 8, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-6157 Filed 3-17-00; 8:45 am]
BILLING CODE 4910-13-P

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