Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations 56351 

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, Safety. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2005–20–02 Boeing: Amendment 39–14295. 

Docket No. FAA–2005–20785; 

Directorate Identifier 2005–M–002–AD. 

Effective Date 

(a) This AD becomes effective November 1, 

2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Boeing Model 

707–100 long body, –200, –100B long body, 

and –100B short body series airplanes; Model 

707–300, –300B, –300C, and –400 series 

airplanes; and Model 720 and 720B series 

airplanes; certificated in any category. 

Unsafe Condition 

(d) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent dry operation 

of the fuel pumps in the center fuel tank, 

which could result in high temperatures or 

sparks inside the fuel tank, ignition of fuel 

vapors, and consequent fire or explosion. We 

are also issuing this AD to prohibit the 

resetting of a tripped circuit breaker for a fuel 

pump in any tank, which could allow an 

electrical fault to override the protective 

features of the circuit breaker, and result in 

sparks inside the fuel tank, ignition of fuel 

vapors, and consequent fire or explosion. 

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. 

Airplane Flight Manual (AFM) Revisions 

(f) Within 30 days after the effective date 

of this AD: Revise the Limitations section of 

the Boeing 707 AFM to include the following 

information. This may be done by inserting 

a copy of this AD into the AFM. Thereafter, 

operate the airplane in accordance with the 

limitations specified in these AFM revisions. 

‘‘Fuel Pumps 

For ground and flight operations, a fuel 

pump circuit breaker which has tripped must 

not be reset. 

Center Tank Fuel Pumps 

Center tank fuel pumps must be ‘OFF’

unless personnel are available in the flight 

deck to monitor low pressure lights. 

Each center tank fuel pump switch must be 

positioned to ‘OFF’ without delay when the 

respective center tank fuel pump low 

pressure light illuminates.’’

Note 1: When information identical to that 

in paragraph (f) of this AD has been included 

in the general revision of the AFM, the 

general revision may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. 

Actions Accomplished Previously 

(g) Incorporation of the information in 

Approval Reference Number 045151 of the 

Boeing Model 707 Airplane Flight Manual 

before the effective date of this AD is 

considered acceptable for compliance with 

the corresponding action specified in this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with 14 CFR 39.19 on any 

airplane to which the AMOC applies, notify 

the appropriate principal inspector in the 

FAA Flight Standards Certificate Holding 

District Office. 

(3) 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. 

Material Incorporated by Reference 

(i) None. 

Issued in Renton, Washington, on 

September 16, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–19140 Filed 9–26–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20627; Directorate 

Identifier 2004–NM–39–AD; Amendment 39–

14290; AD 2005–19–25] 

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 eddy current 

inspections for cracks of the 

countersunk rivet holes in the lower 

lobe, adjacent to the radio altimeter 

cutouts; additional inspections, for 

certain airplanes, for cracks and/or 

corrosion; and further investigative and 

corrective action if any crack is found. 

This AD also provides an optional 

terminating action for the repetitive 

inspections. This AD results from 

reports of cracks in the fuselage skin of 

the lower lobe. We are issuing this AD 

to detect and correct fatigue cracks of 

the countersunk rivet holes, which 

could result in cracks of the fuselage 

56352 Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations 

skin of the lower lobe, and consequent 

rapid depressurization of the cabin. 

DATES: This AD becomes effective 

November 1, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 1, 2005. 

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: Sue 

Lucier, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 917–6438; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the 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. 

This docket number is FAA–2005–

20627; the directorate identifier for this 

docket is 2004–NM–39–AD. 

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 

March 17, 2005 (70 FR 12982). That 

NPRM proposed to require repetitive 

eddy current inspections for cracks of 

the countersunk rivet holes in the lower 

lobe, adjacent to the radio altimeter 

cutouts; additional inspections, for 

certain airplanes, for cracks and/or 

corrosion; and further investigative and 

corrective action if any crack is found. 

That NPRM also proposed to provide an 

optional terminating action for the 

repetitive inspections. 

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 Add Note to Provide 

Inspection Deviations for Existing 

Repairs 

One commenter, an airplane operator, 

states that paragraph (g) of the NPRM 

does not address inspection deviations 

for airplanes that already have the repair 

doubler installed in accordance with 

Boeing Service Bulletin 737–53–1117. 

The commenter observes that, as the 

paragraph is currently worded, 

operators of these airplanes would be 

required to do an eddy current 

inspection in accordance with Part I of 

Boeing Special Attention Service 

Bulletin 737–53–1230, dated June 13, 

2002. The commenter points out that 

operators of these airplanes would be 

forced to remove the doubler in order to 

do the eddy current inspection. The 

commenter notes that the section of the 

NPRM titled ‘‘Relevant Service 

Information’’ describes what to do for 

existing repairs, and states that this 

section matches Part II, Item 3, Note (a) 

of Boeing Special Attention Service 

Bulletin 737–53–1230. The commenter 

proposes that a similar note be added to 

paragraph (g) of the NPRM to provide 

inspection deviations for existing 

repairs. 

We partially agree with the 

commenter. We agree that paragraph (g) 

of the NPRM is unclear with regard to 

the inspection options for the body 

station (BS) 390 cutout that has been 

previously modified in accordance with 

Boeing Service Bulletin 737–53–1117, 

Revision 1, dated April 6, 1989. If an 

operator has removed the doubler for 

other reasons, the current description in 

paragraph (g) of the NPRM would be 

sufficient; however, it would be 

beneficial to operators if the final rule 

provided optional inspections that 

could be performed without removing 

the doubler. We disagree with using the 

exact wording of Part II, Item 3, Note (a) 

of Boeing Special Attention Service 

Bulletin 737–53–1230, dated June 13, 

2002. The instructions in that note 

describe specific actions affiliated with 

the preventive modification. The 

preventive modification, which 

includes inspection, can be 

accomplished in lieu of the initial 

inspection and will terminate ongoing 

inspections for that cutout only. 

However, we have revised paragraph (g) 

of the final rule to address inspection 

deviations for airplanes that already 

have the repair doubler. 

Request to Clarify Wording in 

Paragraph (i) 

Two commenters request that we 

reword paragraph (i) of the NPRM to 

make the requirements more clear. One 

commenter states that the conditions 

listed in paragraph (i) do not clearly 

state that all three conditions need to be 

met. The other commenter states that, 

with the current wording in paragraph 

(i), it is unclear if the inspections in 

Table 1 are required if one or both of the 

following conditions occur: A crack at 

BS 390, and an external doubler not 

installed. The commenter then suggests 

that paragraph (i) of the NPRM be 

revised as follows: ‘‘For any airplane in 

Group 1, 2, 3, 4, or 5 of the special 

attention service bulletin, before or at 

the same time as the repair in paragraph 

(h) of this AD, inspect in accordance 

with Table 1 of this AD if one of the 

following conditions exist: (1) A skin 

crack at the cutout at BS 390 was found 

during any inspection including 

inspections required by paragraphs (g), 

(h), or (j) of this AD, or (2) an external 

repair doubler installed in accordance 

with Boeing Service Bulletin 737–53–

1117, Revision 1, dated April 6, 1989, 

has not previously been installed.’’

We partially agree. We agree that 

there is confusion in the interpretation 

of the requirements. The confusion is 

because the repair doubler installed in 

accordance with Boeing Service Bulletin 

737–53–1117, which is not mandated by 

this final rule, is on an adjacent piece 

of fuselage skin, and extends into the 

area addressed by the NPRM. Boeing 

Special Attention Service Bulletin 737–

53–1230 does not clearly address this 

additional configuration, so we agree 

that we should provide further 

clarification in the final rule so that 

operators have adequate instructions for 

compliance. We disagree with the exact 

wording change that the commenter 

proposes because all of the conditions 

must exist to perform the additional 

inspections addressed by paragraph (i). 

We have revised paragraph (i) of the 

final rule to provide the necessary 

clarification. This revision made it 

necessary to add new paragraphs (i)(1) 

and (i)(2) to the final rule. We have relettered the subsequent paragraphs 

accordingly. 

Request to Add Requirement to ‘‘PreForm’’ the External Doubler 

One commenter, the manufacturer, 

suggests that we add a requirement to 

‘‘pre-form’’ the external doubler to the 

contour of the airplane prior to 

installation. The commenter states the 

repair and modification instruction in 

Boeing Service Bulletin 737–53–1117 do 

Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations 56353 

not specify a requirement to contour the 

repair or modification doublers. These 

doublers are 0.1 inch or 0.08 inch thick 

respectively, which may create some 

pull-up pre-stresses in the skin during 

installation unless they are pre-formed. 

The commenter points out that the skin 

in this area is 0.063 inch thick, so the 

concern for pre-stress is minimal. 

However, in the interest of time, in lieu 

of issuing a revision to the service 

bulletin to address the pre-form issue, 

the commenter suggests that we add this 

requirement to the final rule. The 

commenter states that there have not 

been any reports of cracks or other 

discrepancies in service from these 

doublers. 

We disagree with the commenter. 

This rule addresses issues associated 

with safety related cracking that are not 

addressed by other mandated programs. 

The commenter states that this lack of 

‘‘pre-forming’’ information has not lead 

to safety related cracking. Therefore, we 

conclude that this ‘‘pre-forming’’

requirement can be categorized as a 

product improvement to the existing 

service bulletin. This information is best 

included in the next revision of the 

service bulletin, and subsequently 

proposed as an alternative method of 

compliance. In addition, the repair/ 

modification done in accordance with 

Boeing Service Bulletin 737–53–1117, 

Revision 1, dated April 6, 1989, is 

subject to the Repair Assessment 

Program operational rule, and would 

receive inspections to detect any safety 

related cracking caused by lack of preforming. We have not changed the final 

rule in this regard. 

Request To Clarify Inspection 

Requirements in Paragraph (h) 

One commenter states that the 

reference in paragraph (i) of the NPRM 

to inspection requirements in paragraph 

(h) of the NPRM is incorrect because 

paragraph (h) provides for a repair, not 

an inspection instruction. 

We disagree with the commenter. 

Paragraph (h) states, in part: ‘‘***’’

repair the area by doing all applicable 

corrective and further investigative 

actions ‘‘* * *.’’ The further 

investigative actions are inspections that 

are done as part of the repair. We have 

not changed the final rule in this regard. 

Request To Clarify ‘‘Relevant Service 

Information’’

One commenter requests that we 

clarify the ‘‘Relevant Service 

Information’’ section of the NPRM. The 

commenter states that the sentence that 

says, ‘‘for these airplanes, the preventive 

modification is removing the ten 

fasteners.* * *’’ does not indicate 

clearly that the preventive modification 

is at BS 390. The commenter suggests 

that we add a reference to BS 390 to that 

sentence. 

We agree with the commenter that 

clarifying the sentence would be 

helpful. However, since that section of 

the preamble does not reappear in the 

final rule, no change to the final rule is 

necessary. 

Request To Fix Typographical Error 

One commenter requests that we 

correct the spelling of the word ‘‘either’’

in the heading in Table 1 of the NPRM. 

We agree with the commenter. 

However, this typographical error 

appeared only in the version of the 

NPRM that appeared in the Regulatory 

Guidance Library. The Federal Register 

version, which is the official version of 

the NPRM, has the word ‘‘either’’

spelled correctly. 

Explanation of Further Changes Made 

To Clarify Requirements for Airplanes 

Modified in Accordance With Boeing 

Service Bulletin 737–53–1117 

Several commenters, noted above, 

were concerned about issues related to 

airplanes that have been previously 

modified in accordance with Boeing 

Service Bulletin 737–53–1117. In light 

of these several concerns, we conducted 

a further review of Boeing Special 

Attention Service Bulletin 737–53–

1230, dated June 13, 2002, which is the 

source of service information for this 

AD, and which also addresses, 

peripherally, airplanes modified in 

accordance with Boeing Service Bulletin 

737–53–1117. The goal of our review 

was to determine if adequate 

instructions exist in Boeing Special 

Attention Service Bulletin 737–53–1230 

for these airplanes, and, if we 

determined that the instructions were 

inadequate, to revise the final rule to 

include additional clarifying language 

for operators of these airplanes. We have 

concluded that additional clarifying 

language is necessary. The additional 

clarifying language does not increase the 

scope of work that was previously 

described in the NPRM, however it does 

allow relieving options for affected 

operators. The three clarifications 

included in the final rule are described 

below. 

1. We have clarified the inspection 

options for the BS 390 cutout in 

paragraph (g) of the final rule, as noted 

above in ‘‘Request to Add Note to 

Provide Inspection Deviations for 

Existing Repairs.’’

2. We have clarified paragraph (h) of 

the final rule to include instructions for 

repairs at BS 390 ‘‘with doubler 

installed.’’ Airplanes in this 

configuration are not addressed in 

Boeing Special Attention Service 

Bulletin 737–53–1230, dated June 13, 

2002, Table C, Part III—Repair. 

Therefore, paragraph (h), though 

adequate in the NPRM, has been revised 

in the final rule to specifically require 

repair of these airplanes according to a 

method approved by the Manager, 

Seattle Aircraft Certification Office 

(ACO), FAA; or according to data 

meeting the certification basis of the 

airplane approved by an Authorized 

Representative for the Boeing Delegation 

Option Authorization Organization who 

has been authorized by the Manager, 

Seattle ACO, to make those findings. 

3. We have clarified paragraph (l) of 

the final rule (paragraph (j) of the 

NPRM) to specify that the inspection of 

the fastener hole countersink in 

accordance with Figure 2 of Boeing 

Special Attention Service Bulletin 737–

53–1230, dated June 13, 2002, is not 

required for modified airplanes. This 

inspection is part of the preventive 

modification procedures in the service 

bulletin. This area is not accessible 

when the external doubler is installed in 

accordance with Boeing Service Bulletin 

737–53–1117. It is not our intent to 

require operators to remove this 

doubler; therefore the countersink 

inspection is not required for these 

airplanes in the final rule. 

Explanation of Additional Changes 

Made to This AD 

We have simplified paragraph (h) and 

paragraph (k) of this AD (paragraph 

(i)(2) of the NPRM) by referring to the 

‘‘Alternative Methods of Compliance 

(AMOCs)’’ paragraph of this AD for 

repair methods. 

We have also revised the ‘‘Alternative 

Methods of Compliance (AMOCs)’’

paragraph in this AD to clarify the 

delegation authority for Authorized 

Representatives for the Boeing 

Commercial Airplanes Delegation 

Option Authorization. 

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 

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 

This AD affects about 3,132 airplanes 

worldwide. The following table 

provides the estimated costs for U.S. 

operators to comply with this AD. 

56354 Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations 

ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per 

airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspection ............................................... 3 $65 No parts required ... $195 1,004 $195,780 

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 

■ 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2005–19–25 Boeing: Amendment 39–14290. 

Docket No. FAA–2005–20627; 

Directorate Identifier 2004–NM–39–AD. 

Effective Date 

(a) This AD becomes effective November 1, 

2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 737–

100, –200, –200C, –300, –400, and –500 

series airplanes, certificated in any category; 

as identified in Boeing Special Attention 

Service Bulletin 737–53–1230, dated June 13, 

2002. 

Unsafe Condition 

(d) This AD was prompted by reports of 

cracks in the lower lobe fuselage skin of the 

affected airplanes. We are issuing this AD to 

detect and correct fatigue cracks of the 

countersunk rivet holes, which could result 

in cracks of the fuselage skin of the lower 

lobe, and consequent rapid depressurization 

of the cabin. 

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 ‘‘special attention service 

bulletin,’’ as used in this AD, means the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53–

1230, dated June 13, 2002. 

Repetitive Inspections 

(g) Before the airplane accumulates 20,000 

total flight cycles, or within 4,500 flight 

cycles after the effective date of this AD, 

whichever occurs later: Do the inspection in 

paragraph (g)(1) of this AD; or, for airplanes 

with an external repair doubler installed at 

body station (BS) 390, do the inspection in 

paragraph (g)(2) of this AD in lieu of the 

inspection in paragraph (g)(1) of this AD for 

BS 390 only; inspections at all other body 

stations must be done in accordance with 

paragraph (g)(1) of this AD. Repeat the 

applicable inspection thereafter at intervals 

not to exceed 4,500 flight cycles. 

(1) Do an eddy current inspection for 

cracks of the surface area around the satellite 

holes of the radio altimeter cutouts between 

BS 390 and BS 450. Do the inspection with 

the fasteners installed in accordance with the 

special attention service bulletin. 

(2) For airplanes that have an external 

repair doubler installed at BS 390 only, in 

accordance with Boeing Service Bulletin 

737–53–1117, Revision 1, dated April 6, 

1989, do an eddy current inspection of the 

external doubler for cracks around the 

satellite holes of the radio altimeter cutout; 

and do an eddy current inspection for cracks 

of the fuselage skin along the aft edge of the 

doubler from S–28L to S–28R. Do the 

inspections with the fasteners installed in 

accordance with the procedures in Figure 1 

of the special attention service bulletin. 

Repair 

(h) If any crack is found during any eddy 

current inspection required by this AD: 

Before further flight, repair the area by doing 

all applicable corrective and further 

investigative actions in accordance with the 

special attention service bulletin. 

Accomplishment of the repair terminates the 

repetitive inspection requirements of 

paragraph (g) of this AD for the repaired area. 

Where the special attention service bulletin 

specifies to contact Boeing for appropriate 

action; for instructions about how to repair 

certain conditions, including repairs at BS 

390 ‘‘with doubler installed’’; or where lack 

of specific repair instructions exist: Before 

further flight, repair using a method 

approved in accordance with paragraph (m) 

of this AD. 

Additional Inspection and Repair for 

Certain Airplanes 

(i) For any airplane in Group 1, 2, 3, 4, or 

5 of the special attention service bulletin: 

Before or at the same time as the actions in 

paragraph (h) of this AD, inspect in 

accordance with Table 1 of this AD if both 

conditions in paragraphs (i)(1) and (i)(2) of 

this AD exist. 

(1) A skin crack at the cutout at BS 390 was 

found during any inspection, including the 

inspections required by paragraphs (g), (h), 

and (j) of this AD. 

(2) An external repair doubler has not been 

previously installed in accordance with 

Boeing Service Bulletin 737–53–1117, 

Revision 1, dated April 6, 1989. 

Federal Register / Vol. 70, No. 186 / Tuesday, September 27, 2005 / Rules and Regulations 56355 

TABLE 1.—SERVICE INFORMATION

Inspect in accordance with either— 

The Accomplishment Instructions of Boeing Service Bulletin 737–53– 

1117, Revision 1, dated April 6, 1989— Figure 17 of the special attention service bulletin— 

A detailed inspection for cracks in the fuselage lower skin in the area 

of the electronics bay cooling duct cutout.

An eddy current inspection for cracks of the exhaust port duct cutout 

edge and the 6 fastener locations; 

An eddy current and open-hole probe inspection for cracks of the satellite holes; and 

A general visual inspection for corrosion of the area under the repair. 

Corrective Actions 

(j) If any crack at the equipment cooling 

duct cutout is found that is less than 3 inches 

in length during the inspection required by 

paragraph (i) of this AD: Before further flight, 

stop-drill the crack or cracks and install an 

external repair doubler in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1117, Revision 1, 

dated April 6, 1989; or repair in accordance 

with Part III of the special attention service 

bulletin. If the special attention service 

bulletin specifies to contact Boeing for 

appropriate Action: Before further flight, 

repair using a method approved in 

accordance with paragraph (m) of this AD. 

Accomplishment of the repair terminates the 

repetitive inspection requirements of 

paragraph (g) of this AD for the repaired area. 

(k) If any corrosion is found, or if any crack 

is found that is 3 inches in length or greater 

during the inspection required by paragraph 

(i) of this AD: Before further flight, repair 

using a method approved in accordance with 

paragraph (m) of this AD. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

Note 2: 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.’’

Optional Terminating Action 

(l) Installing preventive modification 

doublers in accordance with the special 

attention service bulletin, including the 

additional eddy current inspection with the 

fasteners removed (with no crack finding), 

terminates the repetitive inspection 

requirements of paragraph (g) of this AD. 

Where Figure 2 of the special attention 

service bulletin specifies to ‘‘eddy current 

countersink inspect and open hole probe 

inspect the 16 satellite holes,’’ and the 

airplane has an external repair doubler 

installed in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1117, Revision 1, 

dated April 6, 1989; that inspection is not 

required by this AD. If any crack is found 

during the eddy current inspection specified 

by this paragraph: Before further flight, 

discontinue the preventive modification and 

do the applicable actions in paragraph (h) of 

this AD. 

Alternative Methods of Compliance 

(m)(1) In accordance with 14 CFR 39.19, 

the Manager, Seattle Aircraft Certification 

Office (ACO), is authorized to approve 

alternative methods of compliance (AMOCs) 

for this AD. 

(2) 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 

Delegation Option Authorization 

Organization who has been authorized by the 

Manager, Seattle ACO, to make those 

findings. 

(3) 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. 

Material Incorporated by Reference 

(n) You must use Boeing Service Bulletin 

737–53–1117, Revision 1, dated April 6, 

1989; and Boeing Special Attention Service 

Bulletin 737–53–1230, dated June 13, 2002; 

as applicable, 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 these documents 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 Docket Management 

Facility, U.S. Department of Transportation, 

400 Seventh Street SW., room PL–401, Nassif 

Building, Washington, DC; on the Internet at 

http://dms.dot.gov; or at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at the NARA, call (202) 741–

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 15, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–18911 Filed 9–26–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20850; Directorate 

Identifier 2005–NE–05–AD; Amendment 39–

14297; AD 2005–20–04] 

RIN 2120–AA64 

Airworthiness Directives; Teledyne 

Continental Motors GTSIO–520 Series 

Reciprocating Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for 

Teledyne Continental Motors (TCM) 

GTSIO–520 series reciprocating engines. 

This AD requires initial and repetitive 

visual inspections of the starter adapter 

assembly and crankshaft gear. This AD 

also requires unscheduled visual 

inspections of the starter adapter 

assembly and crankshaft gear due to a 

rough-running engine. This AD also 

requires replacement of the starter 

adapter shaft gear needle bearing with a 

certain bushing. Also, this AD requires 

installation of a certain TCM service kit 

at the next engine overhaul, or at the 

next starter adapter replacement, 

whichever occurs first. This AD results 

from six service difficulty reports and 

one fatal accident report received 

related to failed starter adapter 

assemblies. We are issuing this AD to 

prevent failure of the starter adapter 

assembly and or crankshaft gear, 

resulting in failure of the engine and 

possible forced landing. 

DATES: This AD becomes effective 

November 1, 2005. The Director of the