AD 2007-12-14

[Federal Register Volume 72, Number 111 (Monday, June 11, 2007)]
[Rules and Regulations]
[Pages 31978-31982]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: E7-10983]


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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; 
Amendment 39-15092; AD 2007-12-14]
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 adopting a new airworthiness directive (AD) for all 
Boeing Model 727 airplanes. This AD requires 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 AD also 
requires a preventive modification. This AD results from 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, 
doubler, and bear strap at the hinge cutouts of the forward entry door, 
which could result in rapid decompression of the airplane.

DATES: This AD becomes effective July 16, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of July 16, 
2007.

ADDRESSES: You may examine the AD docket on the Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a> or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, SW., Nassif Building, 
Room PL-401, Washington, DC.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

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:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a> 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 street address stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to all Boeing Model 727 
airplanes. That NPRM was published in the Federal Register on June 14, 
2005 (70 FR 34405). That NPRM proposed to 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. That NPRM also proposed to require a preventive 
modification.

Comments

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

Request To Refer to Latest Revision of Service Bulletin

    Boeing requests that we refer to Boeing Service Bulletin 727-
53A0198, Revision 3, dated October 2, 2006, in the NPRM (Revision 2, 
dated October 30, 2003, was the latest version of the service bulletin 
at the time the NPRM was issued and was referred to as the appropriate 
source of service information for doing the actions specified in the 
NPRM). Boeing states that Revision 3 of the service bulletin clarifies 
details described in the NPRM but does not increase the scope of the 
final rule. Boeing concludes that use of Revision 3 would necessitate 
fewer clarifying comments.
    We have reviewed Revision 3 of the service bulletin and concur with 
Boeing's assessment. Revision 3 provides the following information:
    <bullet> Corrects and clarifies fastener symbols in Figures 2, 4, 
5, and 6, and revises the fastener code ``F'' to ``D'' where 
applicable.
    <bullet> Changes fastener part numbers and quantities in the 
Materials section to agree with data specified in Figures 2, 4, 5, and 
6.
    <bullet> Adds more data to Paragraph 1.E., ``Compliance,'' and 
Table 1 in Appendix A to give more detail about airplane conditions, 
thresholds, and subsequent work.
    <bullet> Clarifies inspection and repeat inspection data in 
paragraph 3.B. of the Work Instructions.

[[Page 31979]]

    We have revised the final rule to refer to Revision 3 of the 
service bulletin as the appropriate source of service information for 
doing the required actions. We have also revised the descriptions of 
the actions specified in paragraphs (h) and (i) of the final rule to 
parallel the new descriptions in Revision 3 of the service bulletin. We 
have also clarified the inspection area specified in paragraph (g) of 
the final rule.
    We also removed paragraph (n) of the NPRM from the final rule (and 
re-identified subsequent paragraphs accordingly) because the 
information specified in paragraph (n) of the NPRM is now included in 
Revision 3 of the service bulletin.
    We have also added new paragraph (o) to the final rule to allow 
credit for actions done in accordance with Boeing Alert Service 
Bulletin 727-53A0198, Revision 2, dated October 30, 2003.

Request To Revise Grace Period in Paragraph (j) of the NPRM

    Boeing requests that we revise the grace period specified in 
paragraph (j) of the NPRM for the preventive modification from ``within 
3,000 flight cycles after the effective date of this AD'' to ``within 
the earlier of 4 years or 7,200 flight cycles after the effective date 
of this AD.'' Boeing states the new grace period would match the grace 
period specified in AD 90-06-09, amendment 39-6488 (55 FR 8370, March 
7, 1990), which mandates airplane modification requirements. Boeing 
notes that the ``preventive modification requirement is based on 
Structures Task Group (STG) recommendations found in Boeing Document 
D6-54860 per AD 90-06-09.'' Boeing states that the 4-year grace period 
specified in AD 90-06-09 allows operators to schedule airplane 
modifications during major maintenance checks.
    We agree to revise the grace period. AD 90-06-09 and this final 
rule require certain airplane modifications at 60,000 flight cycles. 
Coordinating the grace period allows operators to schedule the airplane 
modifications at the same time. We have determined that extending the 
grace period, as recommended by the manufacturer, will not adversely 
affect safety. We have revised the grace period in paragraph (j) of 
this final rule from ``within 3,000 flight cycles after the effective 
date of this AD'' to ``within 48 months or 7,200 flight cycles, after 
the effective date of this AD, whichever occurs earlier.''

Request to Revise References to Fillers and Shims

    Boeing requests that we revise paragraph (h)(1) of the NPRM from 
``if the filler or shim is missing'' to ``if the filler is not 
present'' and that we revise paragraph (h)(2) of the NPRM from ``if the 
filler and shim are not missing'' to ``if the filler is present.'' 
Boeing also requests that we make these same changes in two paragraphs 
of the Relevant Service Information section of the NPRM. Boeing states 
that the inspection is made to determine if the filler is present or 
not, which is easier to understand than determining if it is missing or 
not missing. Boeing also states that references to a shim may be 
confusing because the service bulletin specifies that a filler is what 
is to be installed. Boeing notes that local shims may have been 
installed to allow local fit-up; however, a filler is considerably 
larger and is required for the quality of the general repair 
accomplishment.
    We agree because of the reasons stated by the commenter. We have 
revised paragraphs (h)(1) and (h)(2) of the final rule accordingly. We 
have also revised paragraph (h) of the final rule to remove the 
reference to the shim. We have also added a clarification in paragraph 
(h) that airplanes on which the actions specified in Boeing Service 
Bulletin 727-53-0198, Revision 1, dated July 25, 1991, have been done 
do not need the inspection to determine if a filler was installed.
    However, because the Relevant Service Information section of the 
NPRM is not restated in the final rule, we have not changed the final 
rule in that regard.

Request To Specify Modification Installation

    Boeing requests that we revise paragraphs (h)(1)(i) and (h)(2)(i) 
of the NPRM to include ``install modification'' in the description of 
the action; i.e., ``* * * oversize the fastener holes and install 
modification in accordance with * * *.'' Boeing states that it is 
clearer to complete the information to include the modification 
installation beyond just inspecting and oversizing the fastener holes.
    We partially agree with the commenter. We agree that adding 
installation information will communicate more completely the 
requirements of the final rule. However, instead of adding ``install 
modification'' to the description in paragraphs (h)(1)(i) and (h)(2)(i) 
of the final rule, we have added the phrase ``and re-install the repair 
or preventive modification'' to those paragraphs to clarify that it 
could be either a repair or modification that is being re-installed.

Request To Clarify Reason for Modification

    Boeing requests that we revise the ``FAA's Determination and 
Requirements of the Proposed AD'' section of the NPRM to clarify the 
reason we are requiring the modification. Boeing suggests that the 
statement that the preventive modification will be required should be 
revised to include the following: ``[The] preventive modification 
requirement is based on Structures Task Group (STG) recommendations 
found in Boeing Document D6-54860 per AD 90-06-09.''
    We agree with the commenter that its statement provides a rationale 
for the preventive modification requirements of the final rule. 
However, because the ``FAA's Determination and Requirements of the 
Proposed AD'' section of the NPRM is not restated in the final rule, we 
have not changed the final rule in this regard.

Request To Revise Paragraphs (o) and (p) of the NPRM

    Boeing requests that paragraph (o) of the NPRM be revised to more 
clearly state the actions or integrate the thresholds into paragraph 
(p) of the NPRM. Boeing states that paragraphs (o)(1) and (o)(2) of the 
NPRM are incomplete and that paragraph (o)(1) of the NPRM includes a 
sentence that is more of a clarification that belongs in paragraph (o) 
of the NPRM.
    We agree that although paragraphs (o) and (p) of the NPRM are 
functional, the paragraphs could be revised for clarity. The initial 
and repetitive inspections that are specified in paragraphs (o) and (p) 
of the final rule are to be done after a repair or modification has 
been done.
    For clarity, we have added the repetitive inspections to paragraph 
(i) of the final rule. Paragraph (i) of the final rule specifies to do 
the initial inspections after a repair or modification is accomplished. 
As a result of these changes, we have removed paragraphs (o) and (p) of 
the NPRM from the final rule (and re-identified subsequent paragraphs 
accordingly).
    We have also revised paragraph (p)(4) of the final rule (which we 
referred to as paragraph (r)(2) in the NPRM) to refer to paragraph (i) 
of the final rule as the method of compliance to paragraph (g) of AD 
98-11-03 R1, amendment 39-10983.

[[Page 31980]]

Clarification of Unsafe Condition Statement

    We have revised the unsafe condition statement in the summary and 
in paragraph (d) of this final rule. In addition to detecting and 
correcting cracks in the skin and bear strap at the hinge cutouts of 
the forward entry door, this final rule is also issued to detect and 
correct cracks in the doubler. We have revised the unsafe condition 
statement accordingly. The actions specified in the NPRM were adequate; 
however, the unsafe condition did not specify all the areas that were 
proposed to be inspected. We are not expanding the scope in the final 
rule.

Clarification of Alternative Method of Compliance (AMOC) Paragraph

    We have revised paragraph (p) of this final rule to clarify the 
appropriate procedure for notifying the principal inspector before 
using any approved AMOC on any airplane to which the AMOC applies.
    We have also revised paragraph (p) of this final rule to allow any 
crack in the subject area to be repaired according to data that conform 
to the airplane's type certificate and that are approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization whom we have authorized to 
make such findings. We have simplified paragraph (m)(2) of this final 
rule by referring to paragraph (p) of this final rule for repair 
methods.

Conclusion

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

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 AD.

                                                 Estimated Costs
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                                                Average                          Number of
              Action                  Work     labor rate   Cost per  airplane      U.S.          Fleet cost
                                     hours      per hour                         airplanes
----------------------------------------------------------------------------------------------------------------
Inspection.......................          7          $80  $560, per                    589  $329,840, per
                                                            inspection cycle.                 inspection cycle.
Preventive modification..........         40           80  $3,200.............          589  $1,884,800.
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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 
adding the following new airworthiness directive (AD):

2007-12-14 Boeing: Amendment 39-15092. Docket No. FAA-2005-21434; 
Directorate Identifier 2004-NM-75-AD.

Effective Date

    (a) This AD becomes effective July 16, 2007.

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, doubler, 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 ``the service bulletin,'' as used in this AD, means 
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2, 
2006. Although the service bulletin referenced in this AD specifies 
to submit certain information to the manufacturer, this AD does not 
include that requirement.

[[Page 31981]]

Initial and Repetitive Inspections for Airplanes on Which No Actions 
Have Been Done

    (g) For airplanes on which no repair or preventive modification 
has been done before the effective date of this AD in accordance 
with Boeing Service Bulletin 727-53-0198, dated January 11, 1990; 
Boeing Service Bulletin 727-53-0198, Revision 1, dated July 25, 
1991; Boeing Alert Service Bulletin 727-53A0198, Revision 2, dated 
October 30, 2003; or Boeing Service Bulletin 727-53A0198, Revision 
3, dated October 2, 2006: 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 of the forward entry door 
in accordance with the Accomplishment Instructions of Boeing Service 
Bulletin 727-53A0198, Revision 3, dated October 2, 2006.
    (1) If no crack is found, before further flight, apply finishes 
in accordance with the Accomplishment Instructions of the 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 preventive 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 Certain Actions Have Been Done

    (h) For airplanes on which any repair or preventive 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 
in accordance with Boeing Service Bulletin 727-53-0198, Revision 1, 
dated July 25, 1991, and on which the existing fastener holes were 
not HFEC inspected and oversized by 1/16 of an inch in accordance 
with step 3.B.9. of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 727-53A0198, Revision 2, dated October 30, 2003, or 
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2, 
2006: Within 12,000 flight cycles after the repair or preventive 
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 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 preventive modification and its 
periphery, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2, 
2006. Airplanes on which the actions specified in Boeing Service 
Bulletin 727-53-0198, Revision 1, dated July 25, 1991, have been 
done do not need the inspection to determine if a filler was 
installed.
    (1) For airplanes on which the filler is not present: 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 service bulletin, and do an HFEC inspection of the pre-
existing fastener holes for cracks, in accordance with the 
Accomplishment Instructions of Boeing Service Bulletin 727-53A0198, 
Revision 3, dated October 2, 2006.
    (i) If no crack is found, before further flight, oversize the 
fastener holes and re-install the repair or preventive modification 
in accordance with the Accomplishment Instructions of the service 
bulletin.
    (ii) If any crack is found, before further flight, do the repair 
specified in paragraph (m) of this AD.
    (2) For airplanes on which the filler is present and for 
airplanes on which the actions specified in Boeing Service Bulletin 
727-53-0198, Revision 1, dated July 25, 1991, have been done: Before 
further flight, do an HFEC inspection of the pre-existing fastener 
holes for cracks in accordance with the Accomplishment Instructions 
of Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2, 
2006.
    (i) If no crack is found, before further flight, oversize the 
fastener holes and, as applicable, re-install the repair or 
preventive modification, in accordance with the Accomplishment 
Instructions of the 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 a Repair/Modification Has Been Done

    (i) For airplanes identified in paragraphs (i)(1), (i)(2), and 
(i)(3) of this AD: Within 40,000 flight cycles after the original 
repair or preventive modification was done or within 3,000 flight 
cycles after the effective date of this AD, whichever is later, do 
an internal HFEC inspection of the bear strap and an external 
detailed inspection for cracks of the repair or preventive 
modification and its periphery in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 727-53A0198, Revision 3, 
dated October 2, 2006. Repeat the HFEC inspection for cracks of the 
bear strap thereafter at intervals not to exceed 20,000 flight 
cycles. Repeat the detailed inspection for cracks of any repair and 
preventive modification and its periphery thereafter at intervals 
not to exceed 3,000 flight cycles. If any crack is found, before 
further flight, do the repair specified in paragraph (m) of this AD.
    (1) Airplanes on which any repair or preventive 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. If a repair/preventative 
modification has been done in accordance with the original issue or 
Revision 1 of Boeing Service Bulletin 727-53-0198 and a repair/
preventative modification has been done in accordance with Revision 
2 of Boeing Alert Service Bulletin 727-53A0198 or Revision 3 of 
Boeing Service Bulletin 727-53A0198, the flight cycles must be 
counted from the first repair/preventative modification.
    (2) Airplanes on which any repair or preventive modification has 
been done before the effective date of this AD in accordance with 
Boeing Alert Service Bulletin 727-53A0198, Revision 2, dated October 
30, 2003.
    (3) Airplanes on which any repair or preventive modification has 
been done in accordance with Boeing Service Bulletin 727-53A0198, 
Revision 3, dated October 2, 2006.

Preventive Modification

    (j) At the later of the times specified in paragraphs (j)(1) and 
(j)(2) of this AD: Do the preventive modification (including HFEC 
inspection) in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 727-53A0198, Revision 3, dated October 2, 
2006. Doing the preventive modification terminates the repetitive 
inspections required by paragraph (g)(1) of this AD.
    (1) Before the accumulation of 60,000 total flight cycles.
    (2) Within 48 months or 7,200 flight cycles, after the effective 
date of this AD, whichever occurs earlier.

    Note 1: Repairs or preventive 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 preventive 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 preventive 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.

Repair

    (m) If any crack is found during any inspection, preventive 
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 
service bulletin, repair the crack in accordance with the applicable 
procedures in the Accomplishment Instructions of Boeing Service 
Bulletin 727-53A0198, Revision 3, dated October 2, 2006.
    (2) If the crack exceeds the limits described in Boeing Service 
Bulletin 727-53A0198, Revision 3, dated October 2, 2006, and the 
service bulletin specifies to contact Boeing, or if the service 
bulletin specifies to repair before further flight and contact 
Boeing: Repair the crack using a method approved in accordance with 
the procedures specified in paragraph (p) of this AD.

No Requirement To Contact Boeing

    (n) Although paragraphs 3.B.9. and 3.B.10. of the Accomplishment 
Instructions of Boeing Service Bulletin 727-53A0198, Revision 3, 
dated October 2, 2006, specify to contact Boeing after repairing 
cracks, this AD does not include that requirement.

[[Page 31982]]

Actions Accomplished According to Previous Issue of Service Bulletin

    (o) Actions accomplished before the effective date of this AD in 
accordance with Boeing Alert Service Bulletin 727-53A0198, Revision 
2, dated October 30, 2003, are considered acceptable for compliance 
with the corresponding action specified in this AD.

Alternative Methods of Compliance (AMOCs)

    (p)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, 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) The inspections specified in paragraph (i) 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 service bulletin. All provisions of AD 98-11-03 
R1 that are not specifically referenced in paragraphs (p)(4) and 
(p)(5) of this AD remain fully applicable and must be complied with.
    (5) For airplanes on which no repair or preventive modification 
has been done in accordance with Boeing Service Bulletin 727-53-
0198, dated January 11, 1990; Boeing Service Bulletin 727-53-0198, 
Revision 1, dated July 25, 1991; Boeing Alert Service Bulletin 727-
53A0198, Revision 2, dated October 30, 2003; or Boeing Service 
Bulletin 727-53A0198, Revision 3, dated October 2, 2006: 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 service 
bulletin. All other provisions of AD 98-11-03 R1 that are not 
specifically referenced in paragraphs (p)(4) and (p)(5) of this AD 
remain fully applicable and must be complied with.

Material Incorporated by Reference

    (q) You must use Boeing Service Bulletin 727-53A0198, Revision 
3, dated October 2, 2006, to perform the actions that are required 
by this AD, unless the AD specifies otherwise. The Director of the 
Federal Register approved the incorporation by reference of this 
document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
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: 
<a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">http://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.

    Issued in Renton, Washington, on May 25, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-10983 Filed 6-8-07; 8:45 am]
BILLING CODE 4910-13-P