58002 Federal Register / Vol. 70, No. 192 / Wednesday, October 5, 2005 / Rules and Regulations 

result in cracking of adjacent structure and 

consequent reduced structural integrity of the 

fuselage. 

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. 

Inspections and Follow-On/Corrective 

Actions 

(f) Except as provided by paragraph (g) of 

this AD, prior to the accumulation of 15,000 

total flight cycles, or within 3,000 flight 

cycles after November 1, 2004 (the effective 

date of AD 2004–19–06), whichever occurs 

later, perform a detailed inspection and eddy 

current inspection to detect cracking or 

corrosion of the fail-safe straps between the 

side fitting of the rear spar bulkhead at BS 

955 and the skin, per Figure 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0100, dated 

September 26, 2002. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(1) If no crack or corrosion is found, repeat 

the inspections thereafter at intervals not to 

exceed 6,000 flight cycles or 36 months, 

whichever occurs first. 

(2) If any crack or corrosion is found, 

before further flight, repair per a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or using a 

method approved in accordance with 

paragraph (h)(2) of this AD. 

(g) For airplanes on which the fail-safe 

strap has been replaced before November 1, 

2004: Do the actions required by paragraph 

(f) of this AD within 12,000 flight cycles after 

accomplishing the replacement. 

Note 2: Steps 2 and 8 of the Work 

Instructions of Boeing Alert Service Bulletin 

767–53A0100, dated September 26, 2002, 

refer incorrectly to 767 Airplane 

Maintenance Manual (AMM) 32–00–20 for 

opening the MLG doors; the correct reference 

is 767 AMM 32–00–15, which is referred to 

in steps 3 and 7 of the Work Instructions. 

Step 2 also should state ‘‘Open Main Landing 

Gear (MLG) doors’’ instead of ‘‘Open Main 

Landing Green (MLG) doors.’’

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Seattle ACO, 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) 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. 

Material Incorporated by Reference 

(i) You must use Boeing Alert Service 

Bulletin 767–53A0100, dated September 26, 

2002, to perform the actions that are required 

by this AD, unless the AD specifies 

otherwise. On November 1, 2004 (69 FR 

57636, September 27, 2004), the Director of 

the Federal Register approved the 

incorporation by reference of this document. 

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 26, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–19939 Filed 10–4–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–21085; Directorate 

Identifier 2004–NM–252–AD; Amendment 

39–14307; AD 2005–20–13] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 727 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Boeing Model 727 airplanes. This AD 

requires a one-time inspection of the 

lower lobe frames of body section 43 to 

find open holes between stringers 17L 

and 17R and to record their location; 

repetitive high frequency eddy current 

(HFEC) inspections for cracks of all 

open holes; and related investigative 

and corrective actions if necessary. This 

AD also includes an optional 

terminating action of installing rivets in 

all open tooling holes and all unused 

lining holes, which would terminate the 

repetitive open-hole HFEC inspections 

once a hole is plugged with a rivet. This 

AD results from reports of cracks at 

open tooling holes in the lower lobe 

frames of body section 43. We are 

issuing this AD to detect and correct 

cracks in the frames, which could result 

in cracks in the skin panels and rapid 

decompression of the airplane. 

DATES: This AD becomes effective 

November 9, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 9, 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: 

Daniel F. Kutz, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6456; 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 all Boeing Model 727 airplanes. 

That NPRM was published in the 

Federal Register on May 2, 2005 (70 FR 

22618). That NPRM proposed to require 

a one-time inspection of the lower lobe 

frames of body section 43 to find open 

holes between stringers 17L and 17R 

and to record their location; repetitive 

high frequency eddy current (HFEC) 

inspections for cracks of all open holes; 

and related investigative and corrective 

actions if necessary. That NPRM also 

Federal Register / Vol. 70, No. 192 / Wednesday, October 5, 2005 / Rules and Regulations 58003 

proposed to include an optional 

terminating action of installing rivets in 

all open tooling holes and all unused 

lining holes, which would terminate 

repetitive open-hole HFEC inspections 

once a hole is plugged with a rivet. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Request To Clarify the Frequency of the 

General Visual Inspection 

Two commenters request that we 

clarify the frequency of the general 

visual inspection. The commenters 

point out that the summary of the 

NPRM specifies a one-time inspection, 

but this inspection is not clearly 

explained in either the preamble or the 

body of the NPRM. The commenters 

state that the general visual inspection 

of all body section 43 frames between 

stringers 17L and 17R is needed only 

one time to identify and record all 

locations of open holes, including liner 

attachment holes. If repeat inspections 

are needed, the record of the hole 

locations will indicate exactly where 

open holes are located. 

We agree with the commenters. Both 

the NPRM and Boeing Alert Service 

Bulletin 727–53A0227, dated September 

16, 2004 (which was cited as the 

applicable source of service information 

for the actions in the NPRM), are 

unclear about the frequency of the 

general visual inspection. The 

compliance table in paragraph 2.E. 

‘‘Compliance’’ of the service bulletin 

states that the general visual inspection 

is to be repetitive. Figures 1 through 5 

of the service bulletin instruct operators 

to record the locations of all open holes 

and to keep this information. We 

understood that, once all the open hole 

locations were identified and recorded, 

repeating the general visual inspection 

would not be necessary. This is not 

clear in the NPRM. Therefore, we have 

revised paragraph (g) of the final rule to 

clarify that the general visual inspection 

is a one-time inspection, and the HFEC 

inspection is repetitive. We have also 

clarified the Summary section to reflect 

this change. These changes do not 

increase the scope of the NPRM since 

these actions were already specified in 

the service bulletin and the NPRM 

specified to do all inspections in 

accordance with the service bulletin. 

Request To Remove Requirement To 

Inspect Certain Open Holes Previously 

Modified 

The commenter, the airplane 

manufacturer, requests that we specify 

that open holes used for lining 

attachments (liner attach holes) are not 

subject to the repetitive inspection 

requirements proposed in the NPRM if 

the terminating modification of AD 90–

20–14, amendment 39–6730 (55 FR 

37864, September 14, 1990), was 

accomplished for that hole. The 

commenter states that the proposed 

actions in the NPRM and the 

requirements of AD 90–20–14 conflict. 

AD 90–20–14 provides for the 

installation of a reinforcement angle and 

strap along the inner flange of the lower 

lobe frames in body section 43, which 

is terminating action for the repetitive 

inspections of in-use liner attach holes 

in that AD. The commenter states that 

the NPRM, as written, would require 

repeat inspections of all open liner 

attach holes, regardless of whether or 

not these reinforcement angles and 

straps are installed. The manufacturer 

has not received any reports of cracking 

at in-use liner attach holes in frames 

that have the reinforcements installed in 

accordance with AD 90–20–14, and the 

commenter contends that HFEC 

repetitive inspections are not necessary 

if these reinforcements are installed. 

The commenter also notes that the 

HFEC inspections specified in Boeing 

Alert Service Bulletin 727–53A0227 are 

an alternative method of compliance 

(AMOC) with the inspections required 

by paragraph A. of AD 90–20–14 and are 

the preferred method of inspection. 

We partially agree with the 

commenter. We agree that it is not 

necessary to accomplish the repetitive 

inspections specified in paragraph (g) of 

the NPRM for in-use liner attach holes 

where the frame has been reinforced in 

accordance with AD 90–20–14. We 

agree with the commenter’s technical 

justification. We disagree with 

completely eliminating all inspections 

of in-use liner attach holes. Boeing 

Service Bulletin 727–53–0068, Revision 

4, dated September 14, 1989, which is 

cited as the applicable source of service 

information for the actions in AD 90–

20–14, specifies post-modification 

inspections of the in-use liner attach 

holes with the frame reinforcement 

modification installed. We have added a 

new paragraph (j) and Table 1 to the 

final rule to specify that repetitive 

inspection intervals for in-use liner 

attach holes are extended where the 

frame has been reinforced in accordance 

with AD 90–20–14. We have reidentified subsequent paragraphs 

accordingly. 

Explanation of Additional Changes 

We have simplified paragraph (h)(2) 

of the final rule by referring to 

paragraph (k) of the final rule for repair 

methods. 

We have revised the applicability to 

identify model designations as 

published in the most recent type 

certificate data sheet for the affected 

models. 

We have revised this action to clarify 

the appropriate procedure for notifying 

the principal inspector before using any 

approved AMOC on any airplane to 

which the AMOC applies. 

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 1,038 airplanes of the 

affected design in the worldwide fleet. 

This AD affects about 616 airplanes of 

U.S. registry. The inspection takes 

between 8 and 15 work hours per 

airplane per inspection cycle, 

depending on the configuration of the 

airplane. The average labor rate is $65 

per work hour. Based on these figures, 

the estimated cost of this AD for U.S. 

operators is between $320,320 and 

$600,600, or between $520 and $975 per 

airplane, per inspection cycle. 

For operators that choose to do the 

optional terminating action of installing 

rivets in all open tooling holes and all 

unused lining holes, the actions take 

between 13 and 23 work hours per 

airplane, depending on the 

configuration of the airplane. The 

average labor rate is $65 per work hour. 

Based on these figures, the estimated 

cost of the optional terminating action is 

between $845 and $1,495 per airplane. 

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 

58004 Federal Register / Vol. 70, No. 192 / Wednesday, October 5, 2005 / Rules and Regulations 

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): 

2005–20–13 Boeing: Amendment 39–14307. 

Docket No. FAA–2005–21085; 

Directorate Identifier 2004–NM–252–AD. 

Effective Date 

(a) This AD becomes effective November 9, 

2005. 

Affected ADs 

(b) Accomplishing the inspections in 

paragraph (g) of this AD is an alternative 

method of compliance (AMOC) for the 

inspections required by paragraph A. of AD 

90–20–14, amendment 39–6730, if 

accomplished in accordance with the 

requirements of paragraph (k)(2) of this AD. 

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 

cracks at open tooling holes in the lower lobe 

frames of body section 43. We are issuing this 

AD to detect and correct cracks in the frames, 

which could result in cracks in the skin 

panels and 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 ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

727–53A0227, dated September 16, 2004. 

Inspections 

(g) Before the accumulation of 40,000 total 

flight cycles, or within 3,500 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do a one-time general visual 

inspection of the lower lobe frames to find 

open holes between stringer 17L and stringer 

17R of body section 43, record their 

locations, and keep these records for future 

reference when accomplishing the actions in 

this AD; and do a high-frequency eddy 

current (HFEC) inspection for cracks of all 

open holes, including lining holes. Repeat 

the HFEC inspection at intervals not to 

exceed 3,500 flight cycles until the optional 

terminating action in paragraph (i) of this AD 

is accomplished. Do all inspections in 

accordance with the service bulletin. 

Corrective Action 

(h) If any crack is found during any 

inspection required by paragraph (g) or (j) of 

this AD: Before further flight, do the 

applicable corrective action in paragraph 

(h)(1) or (h)(2) of this AD. 

(1) If the crack is less than 0.063 inch in 

length, do the corrective action and related 

investigative action in Figure 6 of the service 

bulletin. 

(2) If the crack is 0.063 inch in length or 

greater, repair the crack using a method 

approved in accordance with paragraph (k) of 

this AD. Chapters 51–40–3 and 53–10–4 of 

the Boeing 727 Structural Repair Manual 

(SRM) are approved methods. Except for 

these SRMs, for a repair method to be 

approved, the approval must specifically 

reference this AD. 

Optional Terminating Action 

(i) Installing rivets in all open tooling 

holes, and all unused lining holes, according 

to Part 2 of the Work Instructions of the 

service bulletin terminates the repetitive 

inspection requirements of paragraph (g) of 

this AD only for those holes plugged with 

rivets. Terminating action for the repetitive 

inspection requirements of paragraph (g) of 

this AD is not permitted for all lining holes 

without installed rivets, except as provided 

by paragraph (j) of this AD. 

Extended Intervals for Repetitive HFEC 

Inspections 

(j) For open holes that are in use for lining 

installation only: Doing the applicable 

actions in Table 1 of this AD extends the 

intervals of the repetitive HFEC inspections 

required by paragraph (g) of this AD. 

TABLE 1.—EXTENDED INTERVALS FOR REPETITIVE HFEC INSPECTIONS

If the modification specified in paragraph C. of 

AD 90–20–14— Then— 

(1) Was done before the effective date of this 

AD.

Do the initial HFEC inspection required by paragraph (g) of this AD at the time specified in 

that paragraph. Do the repetitive HFEC inspections required by paragraph (g) of this AD 

thereafter at intervals not to exceed 20,000 flight cycles. 

(2) Has not been done before the effective date 

of this AD.

Do the modification specified in paragraph C. of AD 90–20–14 at the same time as the initial 

HFEC inspection required by paragraph (g) of this AD, and repeat the HFEC inspection 

thereafter at intervals not to exceed 20,000 flight cycles. 

AMOCs 

(k)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), has the authority 

to approve AMOCs for this AD, if requested 

in accordance with the procedures found in 

14 CFR 39.19. 

(2) The inspection methods specified in 

paragraph (g) of this AD are AMOCs to the 

inspection methods required by paragraph A. 

of AD 90–20–14, amendment 39–6730. 

Inspection thresholds and repetitive intervals 

are not included in or affected by this AMOC. 

All other provisions of AD 90–20–14 that are 

not specifically mentioned above remain 

fully applicable and must be met. 

(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 

Federal Register / Vol. 70, No. 192 / Wednesday, October 5, 2005 / Rules and Regulations 58005 

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) 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 

(l) You must use Boeing Alert Service 

Bulletin 727–53A0227, dated September 16, 

2004, 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 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 26, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–19842 Filed 10–4–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–21138; Directorate 

Identifier 2004–NM–131–AD; Amendment 

39–14310; AD 2005–20–16] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, and –200C 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, and 

–200C series airplanes. This AD requires 

a one-time detailed inspection for 

cracking of the lugs of the inboard 

attach fittings of the wing leading edge 

slat tracks at slat numbers 2 and 5; prior 

or concurrent actions for certain 

airplanes; repetitive high-frequency 

eddy current (HFEC) inspections for 

cracking of the lug surfaces of those 

inboard attach fittings if necessary; and 

replacement of the attach fittings with 

new, improved fittings. This AD results 

from reports of damage to the lugs of 

certain inboard attach fittings of the 

leading edge slat tracks. We are issuing 

this AD to prevent a lifted slat, which, 

if the airplane performs any non-normal 

maneuver during takeoff or landing at 

very high angles of attack, could lead to 

the loss of the slat and reduced control 

of the airplane. 

DATES: This AD becomes effective 

November 9, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 9, 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6440; 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, and –200C series airplanes. That 

NPRM was published in the Federal 

Register on May 9, 2005 (70 FR 24335). 

That NPRM proposed to require a onetime detailed inspection for cracking of 

the lugs of the inboard attach fittings of 

the wing leading edge slat tracks at slat 

numbers 2 and 5; prior or concurrent 

actions for certain airplanes; repetitive 

high-frequency eddy current (HFEC) 

inspections for cracking of the lug 

surfaces of those inboard attach fittings 

if necessary; and replacement of the 

attach fittings with new, improved 

fittings. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Support for the NPRM 

One commenter, the manufacturer, 

concurs with the content of the NPRM. 

Request To Disallow Use of Aluminum 

Attach Fittings 

One commenter requests that we 

revise the NPRM to prohibit replacing 

aluminum attach fittings with new 

aluminum fittings after the effective 

date of the AD. The commenter provides 

no justification for this request. 

We do not agree with this request. 

The manufacturer recommends that, 

unless cracked, an aluminum attach 

fitting need not be replaced until 120 

months or 30,000 flight cycles, 

whichever comes first, after the effective 

date of the AD. We have determined 

that the manufacturer recommendation 

is sound and that the repetitive 

inspections of the aluminum fittings 

required by the AD are sufficient to 

maintain safety until the aluminum 

fittings are removed from service. We 

have not changed the AD in this regard. 

Explanation of Change Made to This 

AD 

We have 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. 

Clarification of Alternative Method of 

Compliance (AMOC) Paragraph 

We have revised this action to clarify 

the appropriate procedure for notifying 

the principal inspector before using any 

approved AMOC on any airplane to 

which the AMOC applies. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been submitted, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We have determined that these changes