4416 Federal Register / Vol. 72, No. 20 / Wednesday, January 31, 2007 / Rules and Regulations 

certificated in any category; all serial 

numbers. 

Reason 

(d) The unsafe condition is incomplete 

closure of the main entry door, which may 

result in the door opening in flight, causing 

damage to wing, fuselage, engine, and/or tail, 

and possible damage to the airplane. The 

mandatory continuing airworthiness 

information (MCAI) requires amending the 

airplane flight manuals to include additional 

procedures for verifying complete closure 

and locking of the main entry door. 

Actions and Compliance 

(e) Unless already done, do the following 

actions. Within 10 days after the effective 

date of this AD, amend section IV, Normal 

Procedures, of the following Gulfstream 

airplane flight manuals (AFMs): Model 1125 

Astra, 25W–1001–1; Model Astra SPX, SPX–

1001–1; and Model G100, G100–1001–1; as 

applicable; to include the following 

statement. Insertion of copies of this AD at 

the appropriate places of the AFMs is 

acceptable. 

‘‘1. BEFORE ENGINE START: (PRE and 

POST Mod 20052/Gulfstream Service 

Bulletin 100–31–284): CABIN DOOR—

CLOSED (Physically verify door latch handle 

pin is fully engaged in the handle lock). 

2. BEFORE TAXIING: Change the CABIN 

DOOR procedure as follows (POST Mod 

20052/Gulfstream Service Bulletin 100–31–

284): Check CABIN DOOR light—OUT. 

3. BEFORE TAKE-OFF: Insert between the 

POSITION lights switch and the THRUST 

LEVERS procedures: (PRE Mod 20052/ 

Gulfstream Service Bulletin 100–31–284): 

Check CABIN DOOR light—OUT (50% N1 

may be required). 

(POST Mod 20052/Gulfstream Service 

Bulletin 100–31–284): Check CABIN DOOR 

light—OUT; CABIN DOOR SEAL light—OUT 

(50% N1 may be required).’’

Note 1: Mod 20052 is equivalent to 

Gulfstream Service Bulletin 100–31–284, 

dated August 17, 2006. 

Note 2: This AD may be accomplished by 

a holder of a Private Pilot’s License. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: We 

revised the order in which the AFM 

procedures for verifying closure and locking 

of the main entry door appear in the MCAI. 

We also removed one procedure under 

‘‘BEFORE TAXIING’’ for verifying the cabin 

door seal light is out (Post Mod 20052/Post 

Gulfstream Service Bulletin 100–31–284) and 

for verifying the cabin door light is out (Pre 

Mod 20052/Pre Gulfstream Service Bulletin 

100–31–284). 

Other FAA AD Provisions 

(f) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, Attn: Mike Borfitz, 

Aerospace Engineer, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Before using any AMOC approved 

in accordance with § 39.19 on any airplane 

to which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(g) Refer to MCAI Israeli Airworthiness 

Directive 52–06–11–08, dated November 28, 

2006, for related information. 

Material Incorporated by Reference 

(h) None. 

Issued in Renton, Washington, on January 

23, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–1397 Filed 1–30–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27064; Directorate 

Identifier 2006–NM–274–AD; Amendment 

39–14915; AD 2007–03–04] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200, A330–300, A340–200, A340–

300, A340–500, and A340–600 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as cracking of the wing MLG 

(main landing gear) rib 6 aft bearing 

forward lugs, which could result in 

reduced structural integrity of the MLG 

attachment. This AD requires actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

February 15, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 15, 2007. 

We must receive comments on this 

AD by March 2, 2007. 

ADDRESSES: You may send comments by 

any of the following methods: 

• DOT Docket Web Site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Fax: (202) 493–2251. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• 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. 

• Federal eRulemaking Portal: http:// 

www.regulations.gov. Follow the 

instructions for submitting comments. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.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 street address for the 

Docket Office (telephone (800) 647–

5227) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Tim 

Backman, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 227–2797; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Streamlined Issuance of AD 

The FAA is implementing a new 

process for streamlining the issuance of 

ADs related to MCAI. This streamlined 

process will allow us to adopt MCAI 

safety requirements in a more efficient 

manner and will reduce safety risks to 

the public. This process continues to 

follow all FAA AD issuance processes to 

meet legal, economic, Administrative 

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Federal Register / Vol. 72, No. 20 / Wednesday, January 31, 2007 / Rules and Regulations 4417 

Procedure Act, and Federal Register 

requirements. We also continue to meet 

our technical decision-making 

responsibilities to identify and correct 

unsafe conditions on U.S.-certificated 

products. 

This AD references the MCAI and 

related service information that we 

considered in forming the engineering 

basis to correct the unsafe condition. 

The AD contains text copied from the 

MCAI and for this reason might not 

follow our plain language principles. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Emergency Airworthiness Directive 

2006–0364–E, dated December 6, 2006 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states 

that during MLG lubrication, a crack has 

been found visually in the MLG rib 6 aft 

bearing forward lug on one A330 inservice aircraft. The crack has extended 

through the entire thickness of the 

forward lug at approximately the 4 

o’clock position (when looking 

forward). (Similar cracks have been 

found on MLGs with similar 

configurations on other Airbus airplane 

models). The investigations are ongoing 

to determine the root causes of this 

event and to define the appropriate 

corrective actions. This situation, if not 

corrected, could affect the structural 

integrity of the MLG attachment, which 

constitutes an unsafe condition. The 

aim of the MCAI is to mandate 

repetitive detailed visual inspections of 

the LH (left-hand) and RH (right-hand) 

wing MLG rib 6 aft bearing lugs as the 

first step before finalization of the 

investigations, and replacement of MLG 

rib 6 if a crack is detected. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Relevant Service Information 

Airbus has issued Service Bulletins 

A330–57A3096, A340–57A4104, and 

A340–57A5009, all dated December 5, 

2006. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. 

FAA’s Determination and Requirements 

of This AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all the 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

Differences Between the AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are described in a 

separate paragraph of the AD. These 

requirements take precedence over the 

actions copied from the MCAI. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because during a MLG maintenance 

task for lubrication, a crack was visually 

detected in the wing MLG rib 6 aft 

bearing forward lug on one in-service 

A330 aircraft. The crack had extended 

through the entire thickness of the 

forward lug at the 4 o’clock position. 

Failure of this attachment could result 

in gear collapse upon landing. 

Therefore, we determined that notice 

and opportunity for public comment 

before issuing this AD are impracticable 

and that good cause exists for making 

this amendment effective in fewer than 

30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2007–27064; 

Directorate Identifier 2006–NM–274–

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because 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 we receive 

about this AD. 

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 determined that this AD would 

not have federalism implications under 

Executive Order 13132. This 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 this regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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4418 Federal Register / Vol. 72, No. 20 / Wednesday, January 31, 2007 / Rules and Regulations 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2007–03–04 Airbus: Amendment 39–14915. 

Docket No. FAA–2007–27064; 

Directorate Identifier 2006–NM–274–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective February 15, 2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the following 

airplanes: 

(1) Airbus Model A330–200 and A330–300 

series airplanes, all certified models, 

certificated in any category, all serial 

numbers; except those on which Airbus 

modification 49353 has been embodied in 

production, or Airbus Service Bulletin A330–

57–3082 has been embodied in service on 

both wings; and except those that have been 

repaired on both wings as per Airbus UK 

Limited Repair Drawing R572–56230, or 

Airbus A330 Structural Repair Manual 57–

26–13, page block 201. 

(2) Airbus Model A340–200 and A340–300 

series airplanes, all certified models, 

certificated in any category, all serial 

numbers; except those on which Airbus 

modification 49353 has been embodied in 

production, or Airbus Service Bulletin A340–

57–4088 has been embodied in service on 

both wings; and except those that have been 

repaired on both wings as per Airbus UK 

Limited Repair Drawing R572–56230, or 

Airbus A340 Structural Repair Manual 57–

26–13, page block 201. 

(3) Airbus Model A340–500 and A340–600 

series airplanes, all certified models, 

certificated in any category, all serial 

numbers; except those on which Airbus 

modification 50040 or 51585 has been 

embodied in production. 

Reason 

(d) EASA Emergency Airworthiness 

Directive 2006–0364–E, dated December 6, 

2006, states that during MLG lubrication, a 

crack has been found visually in the MLG 

(main landing gear) rib 6 aft bearing forward 

lug on one A330 in-service aircraft. The crack 

has extended through the entire thickness of 

the forward lug at approximately the 4 

o’clock position (when looking forward). 

(Similar cracks have been found on MLGs 

with similar configurations on other Airbus 

airplane models). The investigations are 

ongoing to determine the root causes of this 

event and to define the appropriate corrective 

actions. This situation, if not corrected, could 

affect the structural integrity of the MLG 

attachment, which constitutes an unsafe 

condition. The aim of the MCAI is to 

mandate repetitive detailed visual 

inspections of the LH (left-hand) and RH 

(right-hand) wing MLG rib 6 aft bearing lugs 

as the first step before finalization of the 

investigations, and replacement of MLG rib 6 

if a crack is detected. 

Actions and Compliance 

(e) Unless already done, do the following 

actions in accordance with the instructions 

defined in Airbus Service Bulletin A330–

57A3096, dated December 5, 2006; A340–

57A4104, dated December 5, 2006; or A340–

57A5009, dated December 5, 2006; as 

applicable. 

(1) Within 60 months since first flight, or 

14 days after the effective date of this AD, 

whichever occurs later: Perform a detailed 

visual inspection of the LH (left-hand) and 

RH (right-hand) wing MLG rib 6 aft bearing 

lugs (forward and aft) to detect any cracks on 

the two lugs. 

(2) If any crack is detected, contact Airbus 

immediately and proceed with the 

replacement of the MLG rib 6 before further 

flight. 

(3) If no crack is detected, repeat the 

inspection at intervals not to exceed the 

applicable interval specified in paragraph 

(e)(3)(i), (e)(3)(ii), or (e)(3)(iii) of this AD, and 

if a crack is detected during the repeat 

inspections, before further flight, apply the 

corrective action mentioned in paragraph 

(e)(2) of this AD as applicable. 

(i) 300 flight cycles (FC) for Model A330 

airplanes. 

(ii) 200 FC for Model A340–200 and A340–

300 airplanes. 

(iii) 100 FC for Model A340–500 and 

A340–600 airplanes. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: No 

differences. 

Other FAA AD Provisions 

(f) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, FAA, Transport Airplane 

Directorate, Attn: Tim Backman, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Before using any AMOC approved 

in accordance with § 39.19 on any airplane 

to which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

(4) Special Flight Permits: We are not 

allowing special flight permits, as described 

in Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199). 

Related Information 

(g) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Emergency Airworthiness Directive 2006–

0364–E, dated December 6, 2006; and Airbus 

Service Bulletins A330–57A3096, A340–

57A4104, and A340–57A5009, all dated 

December 5, 2006; for related information. 

Material Incorporated by Reference 

(h) You must use the service information 

specified in Table 1 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France. 

(3) 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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

TABLE 1.—MATERIAL INCORPORATED BY REFERENCE

Airbus service bulletin Revision Date 

A330–57A3096 ................................................................. Original ............................................................................ December 5, 2006. 

A340–57A4104 ................................................................. Original ............................................................................ December 5, 2006. 

A340–57A5009 ................................................................. Original ............................................................................ December 5, 2006. 

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Federal Register / Vol. 72, No. 20 / Wednesday, January 31, 2007 / Rules and Regulations 4419 

Issued in Renton, Washington, on January 

23, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–1394 Filed 1–30–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–24496; Directorate 

Identifier 2005–NM–141–AD; Amendment 

39–14914; AD 2007–03–03] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

This AD requires repetitive inspections 

to detect cracks in the vertical beam 

webs of the body station (BS) 178 

bulkhead, and corrective actions if 

necessary. This AD also requires a 

terminating modification for the 

repetitive inspections. This AD results 

from reports of numerous cracks in the 

vertical beam webs. We are issuing this 

AD to prevent fatigue cracks in certain 

vertical beam webs, which could result 

in loss of structural integrity of the BS 

178 bulkhead, and consequently could 

impair the operation of the control 

cables for the elevators, speed brakes, 

and landing gear, or could cause the loss 

of cabin pressure. 

DATES: This AD becomes effective 

March 7, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of March 7, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., 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: 

Howard Hall, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6430; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Management Facility office 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Management Facility office 

(telephone (800) 647–5227) is located on 

the plaza level of the Nassif Building at 

the 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 certain Boeing Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. That NPRM was 

published in the Federal Register on 

April 18, 2006 (71 FR 19835). That 

NPRM proposed to require repetitive 

inspections to detect cracks in the 

vertical beam webs of the body station 

(BS) 178 bulkhead, and corrective 

actions if necessary. That NPRM also 

proposed to require a terminating 

modification for the repetitive 

inspections. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Request To Extend Compliance Time 

Threshold 

Continental Airlines (Continental) 

requests that the threshold for the 

compliance times specified in Table 1 of 

the NPRM be aligned with the 

compliance times specified in ADs 

2000–05–29, amendment 39–11639 (65 

FR 14834, March 20, 2000), and 2001–

02–01, amendment 39–12085 (66 FR 

7576, January 24, 2001). Continental 

states that this will reduce the economic 

impact on operators from doing early 

inspections and will encourage 

operators to terminate those ADs at 

20,000 total flight cycles as opposed to 

doing repetitive inspections. 

We do not agree. Continental 

provided no technical justification for 

revising the inspection threshold. In 

developing an appropriate compliance 

time for this action, we considered the 

safety implications and normal 

maintenance schedules for the timely 

accomplishment of the inspections. In 

consideration of these items, as well as 

the reports of numerous cracks in the 

vertical beam webs in service, we have 

determined that the compliance times 

specified in Table 1 of this AD will 

ensure an acceptable level of safety and 

allow the inspections to be done during 

scheduled maintenance intervals for 

most affected operators. However, 

according to the provisions of paragraph 

(m) of the AD, we may approve requests 

to adjust the compliance time if the 

request includes data that substantiate 

that the new compliance time would 

provide an acceptable level of safety. 

Request To Include an Additional 

Grace Period 

The Air Transport Association (ATA), 

on behalf of one of its members, United 

Airlines (United), requests that the 

compliance time specified in paragraph 

(f)(2) of the NPRM be revised to reflect 

the intention of Boeing Service Bulletin 

737–53A1225, Revision 1, dated April 

14, 2005 (referred to in the NPRM as the 

appropriate source of service 

information for accomplishing the 

repetitive inspections and terminating 

preventative modification). United 

proposes that all airplanes should have 

a minimum of 4,500 flight cycles after 

the effective date of the AD to do the 

initial inspection required by paragraph 

(f) of the NPRM. United also states that 

Boeing Service Bulletin 737–53A1225, 

dated October 19, 2000, specifies an 

interval of 12,000 flight cycles for the 

repetitive high frequency eddy current 

(HFEC) inspections. Without a grace 

period, United points out that operators 

doing those inspections would be 

grounded as of the effective date of the 

AD. 

We agree and have revised paragraph 

(f)(2) of this AD to provide a grace 

period of 4,500 flight cycles after the 

effective date of this AD. 

Request To Include Certain Airplanes 

in Compliance Time Table 

Boeing requests that we revise Table 

1, ‘‘Compliance Times,’’ of the NPRM to 

address airplanes inspected in 

accordance with Boeing Service Bulletin 

737–53A1225, Revision 1. 

We do not agree. Operators are given 

credit for actions previously done by 

means of the phrase in paragraph (e) of 

this AD that states, ‘‘unless the actions 

have already been done.’’ Therefore, in 

the case of this AD, if the required 

inspection specified in Boeing Service 

Bulletin 737–53A1225, Revision 1, has 

been done before the effective date of 

this AD, this AD does not require that 

it be repeated. In addition, if the 

required inspection specified in Boeing 

Service Bulletin 737–53A1225, Revision 

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