Federal Register / Vol. 61, No. 91 / Thursday, May 9, 1996 / Rules and Regulations 21065

sheep products, shall pay an assessment

on such sheep or sheep products at the

time of sale at a rate equivalent to the

rate established pursuant to

§ 1280.224(d), Sheep Purchases, of the

Order, for live sheep or § 1280.225(d),

Wool Purchases, for greasy wool, and

shall remit such assessment to the

Board;

(c) Each person who exports live

sheep or greasy wool shall remit the

assessment to the Board on such sheep

or greasy wool at the time of export, at

the rate established pursuant to

§ 1280.224(d), Sheep Purchases, of the

Order, for live sheep or § 1280.225(d),

Wool Purchases, for greasy wool.

§ 1280.315 Remittance of assessments

and submission of reports to the National

Sheep Promotion, Research, and

Information Board.

Each person responsible for remitting

the assessment as described in

§ 1280.314 shall remit the assessments

and a report of assessments to the Board

as follows:

(a) Reports. Each person who is

responsible for remitting the assessment

shall make reports on forms made

available or approved by the Board.

Such person shall prepare a separate

report for each reporting period. Each

report shall be mailed together with the

applicable assessment amount to the

Board pursuant to § 1280.311(a). Each

completed report shall contain the

following information, as applicable,

including, but not limited to:

(1) Live sheep sold.

(i) The number of sheep purchased,

initially transferred, or subject to the

collection of assessment in any other

manner, and the dates of such

transactions;

(ii) The number of live sheep

exported;

(iii) The amount of assessment

remitted;

(iv) An explanation for the remittance

of any assessment that is less than the

pounds of sheep multiplied by the

assessment rate; and

(v) The date an assessment was paid.

(2) Greasy wool sold.

(i) The amount of wool that is

purchased, initially transferred or

subject to the collection of assessment

in any other manner, and the dates of

such transaction;

(ii) The amount of greasy wool

exported;

(iii) The amount of assessment

remitted;

(iv) An explanation for the remittance

of an assessment that is less than the

pounds of greasy wool multiplied by the

assessment rate; and

(v) The date an assessment was paid.

(b) Customs will transmit reports and

assessments collected on imported

sheep and sheep products to AMS

according to an agreement between

Customs and AMS.

§ 1280.316 Evidence of payment of

assessments.

Each collecting person, except a

producer or feeder who processes sheep

or sheep products of the producer’s or

feeder’s own production for sale, is

required to give to the producer, feeder,

handler, or collecting person from

whom the collecting person collected an

assessment written evidence of payment

of the assessments. Such written

evidence, which shall serve as a receipt,

must contain the following information:

(a) Name and address of the collecting

person;

(b) Name of producer or feeder who

paid the assessment;

(c) Number of head of sheep sold;

(d) Total pounds of sheep or greasy

wool sold;

(e) Total assessments paid by the

producer or feeder; and

(f) Date an assessment was paid.

§ 1280.317 Books and records.

Any person subject to the

requirements in § 1280.233, Books and

Records, of the Order shall maintain and

make available to the Secretary for at

least 2 years beyond the fiscal period of

their applicability such books and

records as necessary to carry out the

provision of the Order and these

regulations.

§ 1280.318 OMB control numbers.

The control number assigned to the

information collection requirements in

Part 1280 by OMB pursuant to the

Paperwork Reduction Act of 1980, (44

U.S.C. Chapter 35) is OMB number

0581–0093.

Dated: May 3, 1996.

Lon Hatamiya,

Administrator.

[FR Doc. 96–11602 Filed 5–8–96; 8:45 am]

BILLING CODE 3410–02–M

DEPARTMENT OF JUSTICE

8 CFR Parts 3 and 242

[EOIR 102F]

RIN 1125–AA01

Executive Office for Immigration

Review; Motions and Appeals in

Immigration Proceedings; Correction

AGENCY: Department of Justice.

ACTION: Correction to final regulation.

SUMMARY: This document contains

corrections to the final regulation,

published Monday, April 29, 1996 (61

FR 18900), relating to new motions and

appeals procedures in immigration

proceedings.

EFFECTIVE DATE: July 1, 1996.

FOR FURTHER INFORMATION CONTACT:

Margaret M. Philbin, General Counsel,

Executive Office for Immigration

Review, Suite 2400, 5107 Leesburg Pike,

Falls Church, Virginia 22041, (703) 305–

0470 (not a toll free call).

SUPPLEMENTARY INFORMATION:

Background

The final regulation that is the subject

of these corrections streamlines the

motions and appeals practice before the

Board of Immigration Appeals and

establishes a centralized procedure for

filing notices of appeal, fees, fee waiver

requests, and briefs directly with the

Board. The new regulation also

establishes time and number limitations

on motions to reconsider and on

motions to reopen and makes certain

changes to appellate procedures to

reflect the statutory directives of section

545 of the Immigration Act of 1990

(Pub. L. 101–649, 104 Stat. at 4978).

Need for Correction

As published, the final regulation

contains errors which may prove to be

misleading and are in need of

clarification.

Correction of Publication

Editorial Note: An additional correction to

this document appears elsewhere in the

Corrections Section of this issue.

Accordingly, the publication on April

29, 1996, of the final regulation (EOIR

102F), which was the subject of FR Doc.

96–10157 is corrected as follows:

§ 3.6(b) [Corrected]

1. On page 18907, in the second

column, in § 3.6 paragraph (b), line 9,

the reference to ‘‘§ 3.23(b)(4)(ii)’’ is

corrected to read ‘‘§ 3.23(b)(4)(iii).’’

§ 242.22 [Corrected]

2. On page 18909, in the third

column, in § 242.22, line 6, the

reference to ‘‘§ 3.23(b)(4)(ii)’’ is

corrected to read ‘‘§ 3.23(b)(4)(iii).’’

Dated: May 6, 1996.

Rosemary Hart,

Federal Register Liaison Officer.

[FR Doc. 96–11614 Filed 5–8–96; 8:45 am]

BILLING CODE 4410–01–M
21066 Federal Register / Vol. 61, No. 91 / Thursday, May 9, 1996 / Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–NM–77–AD; Amendment

39–9612; AD 96–10–07]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain McDonnell

Douglas Model MD–11 series airplanes.

This action requires inspections to

detect damage of the support brackets

and clamps of the transfer pipe of the

tail tank, and of the transfer pipe

assembly; and replacement of damaged

parts, or installation of a doubler, if

necessary. This amendment is prompted

by reports of cracking of the support

brackets in the refuel and fuel transfer

lines of the tail fuel tank and damage to

the nylon clamps and transfer pipe

assembly; such damage is due to flexing

of the brackets and subsequent contact

of the transfer pipe assembly with

adjacent structure. The actions specified

in this AD are intended to prevent such

cracking and damage, which could

result in further damage to the transfer

pipe assembly and possible fuel leakage.

DATES: Effective May 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

July 8, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

77–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from

McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Los Angeles

Aircraft Certification Office, Transport

Airplane Directorate, 3960 Paramount

Boulevard, Lakewood, California; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Raymond Vakili, Aerospace Engineer,

Airframe Branch, ANM–140L, FAA, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California 90712; telephone (310) 627–

5262; fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: The FAA

has received reports of cracking of the

support brackets in the refuel and fuel

transfer lines of the tail fuel tank on

McDonnell Douglas Model MD–11

series airplanes. In addition, the nylon

clamps and transfer pipe assembly have

been found to be damaged. Investigation

revealed that this cracking and damage

was caused by flexing of the brackets

during refueling and transfer operations

of the tail fuel tank. When this flexing

occurs, the transfer pipe assembly can

sustain damage due to contact with

adjacent structure. Such cracking and

damage, if not corrected, would result in

further damage to the fuel transfer pipe

assembly and possible fuel leakage.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

McDonnell Douglas Alert Service

Bulletin MD11–28A083, dated March

13, 1996, which describes procedures

for repetitive visual inspections to

detect cracking, bending, or stress of the

support brackets, and any damage to the

clamps of the transfer pipe of the tail

tank; and replacement of any damaged

bracket or clamp with a serviceable part.

The alert service bulletin also describes

procedures for repetitive visual

inspections to detect damage of the

transfer pipe assembly of the tail tank;

and procedures for installation of a

doubler on the pipe assembly, or

replacement of the pipe assembly with

a serviceable assembly, if necessary.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other McDonnell Douglas

Model MD–11 series airplanes of the

same type design, this AD is being

issued to prevent cracking of the

support brackets in the refuel and fuel

transfer lines of the tail fuel tank and

damage to the nylon clamps and transfer

pipe assembly, which if not corrected,

could result in further damage to the

transfer pipe assembly and possible fuel

leakage. This AD requires repetitive

visual inspections for cracking, bending,

or stress of the support brackets, and

any damage to the clamps of the transfer

pipe of the tail tank; and replacement of

any damaged bracket or clamp with a

serviceable part. This AD also requires

repetitive visual inspections for damage

of the transfer pipe assembly of the tail

tank; and installation of a doubler on

the pipe assembly, or replacement of the

pipe assembly with a serviceable

assembly, if necessary. The actions are

required to be accomplished in

accordance with the service bulletin

described previously.

Interim Action

This AD is considered to be interim

action. The manufacturer has advised

that it currently is developing a

modification that will positively address

the unsafe condition addressed by this

AD. Once this modification is

developed, approved, and available, the

FAA may consider additional

rulemaking.

Difference Between this Rule and the

Relevant Service Information

Operators should note that the

McDonnell Douglas alert service

bulletin recommends accomplishment

of the initial inspection at ‘‘the earliest

practical maintenance period, but not to

exceed 600 flight hours from the date of

issuance of the alert service bulletin.’’

However, the FAA has determined that,

since maintenance intervals vary from

operator to operator, and since the time

of receipt of the alert service bulletin

also may vary from operator to operator,

the compliance time for this AD must be

less subjective in order to ensure that

the actions are accomplished by all

affected operators in a timely manner.

This AD requires compliance within 90

days after the effective date of the rule.

In developing an appropriate

compliance time for this AD, the FAA

considered not only the manufacturer’s

recommendation, but the degree of

urgency associated with addressing the

subject unsafe condition, the average

utilization of the affected fleet, and

regularly scheduled maintenance

intervals for the affected airplanes. In

light of all of these factors, the FAA

finds that a 90-day compliance time for

accomplishment of the initial inspection

is appropriate in that it represents the

maximum interval of time allowable for

affected airplanes to continue to operate

without compromising safety.

Operators also should note that the

effectivity listing in the McDonnell

Douglas alert service bulletin includes

certain airplanes designated as ‘‘Group

2 airplanes.’’ The initial visual

inspection (required by this AD) was
Federal Register / Vol. 61, No. 91 / Thursday, May 9, 1996 / Rules and Regulations 21067

accomplished and a temporary doubler

was installed on these airplanes during

production. For these airplanes, the

alert service bulletin suggests an

inspection interval of 15 months for

accomplishment of the visual

inspection. The FAA has determined

that this inspection interval for Group 2

airplanes is appropriate, and is

considering additional rulemaking

action to address the requirements for

Group 2 airplanes. However, a 15-month

compliance time for the planned

requirements is sufficiently long so that

notice and time for prior public

comment will be practicable.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–77–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–10–07 McDonnell Douglas: Amendment

39–9612. Docket 96–NM–77–AD.

Applicability: Model MD–11 series

airplanes; specified as Group 1 airplanes and

listed in McDonnell Douglas Alert Service

Bulletin MD–11–28A083, dated March 13,

1996; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Note 2: Airplanes specified as Group 2

airplanes and listed in McDonnell Douglas

Alert Service Bulletin MD–11–28A083, dated

March 13, 1996, are not subject to this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent cracking of the support brackets

in the refuel and fuel transfer lines of the tail

fuel tank and damage to the nylon clamps

and transfer pipe assembly, which, if not

corrected, could result in further damage to

the transfer pipe assembly and possible fuel

leakage, accomplish the following:

(a) Within 90 days after the effective date

of this AD, accomplish the requirements of

paragraphs (a)(1) and (a)(2) of this AD in

accordance with Paragraph 3. of the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD–11–

28A083, dated March 13, 1996.

(1) Perform a visual inspection for

cracking, bending, or stress of the support

brackets and damage to the nylon clamps of

the transfer pipe of the tail tank, in

accordance with the alert service bulletin. If

any damaged bracket or clamp is detected,

prior to further flight, replace it with a

serviceable part in accordance with the alert

service bulletin.

(2) Perform a visual inspection for chafing

and/or denting of the transfer pipe assembly

of the tail tank, in accordance with the alert

service bulletin.

(i) Condition 1. If no damage to the fuel

pipe assembly is detected, accomplish the

requirements of either paragraph (a)(2)(i)(A)

or (a)(2)(i)(B) of this AD at the times specified

in that paragraph.

(A) Option 1. Thereafter, repeat the visual

inspections required by paragraph (a) of this

AD at intervals not to exceed 600 flight

hours; or

(B) Option 2. Install a temporary doubler

on the fuel pipe assembly in accordance with

the alert service bulletin and, thereafter,

repeat the visual inspections required by

paragraph (a) of this AD at intervals not to

exceed 15 months.

(ii) Condition 2. If damage is found that is

within the limits specified by the alert

service bulletin, prior to further flight, install

a temporary doubler on the fuel pipe

assembly. Thereafter, repeat the visual

inspections required by paragraph (a) of this

AD at intervals not to exceed 15 months.

(iii) Condition 3. If damage is found that is

outside the limits specified by the alert

service bulletin, prior to further flight,

replace the fuel pipe assembly with a new or
21068 Federal Register / Vol. 61, No. 91 / Thursday, May 9, 1996 / Rules and Regulations

serviceable assembly; and accomplish the

requirements of either paragraph (a)(2)(iii)(A)

or (a)(2)(iii)(C) of this AD at the time

specified in that paragraph.

(A) Option 1. Thereafter, repeat the visual

inspections required by paragraph (a) of this

AD at intervals not to exceed 600 flight

hours; or

(B) Option 2. Install a temporary doubler

on the fuel pipe assembly; and repeat the

visual inspections required by paragraph (a)

of this AD, thereafter, at intervals not to

exceed 15 months. (Replacement of the fuel

pipe assembly with a serviceable pipe

assembly that has been repaired by welding

a doubler in the area of potential damage,

does not require the installation of a

temporary doubler.)

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) The actions shall be done in accordance

with McDonnell Douglas Alert Service

Bulletin MD–11–28A083, dated March 13,

1996. This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach, California

90846, Attention: Technical Publications

Business Administration, Department C1–

L51 (2–60). Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue SW., Renton, Washington; or at

the FAA, Los Angeles Aircraft Certification

Office, Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street NW., suite 700,

Washington, DC.

(e) This amendment becomes effective on

May 24, 1996.

Issued in Renton, Washington, on May 1,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–11408 Filed 5–8–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–84–AD; Amendment

39–9611; AD 96–10–06]

RIN: 2120–AA64

Airworthiness Directives; Boeing

Model 737 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 737

series airplanes. This action requires

repetitive inspections to detect cracks of

the lower gate hinge of the forward

galley service door, and replacement of

any cracked hinge. This action also

provides an optional terminating

replacement for the repetitive

inspections. This amendment is

prompted by reports of fatigue cracks

found in the lower gate hinge on the

forward galley service door. The actions

specified in this AD are intended to

prevent such fatigue cracking, which

could lead to the failure of the lower

gate hinge on the forward galley service

door and subsequent loss of cabin

pressure. If the hinge fails, the hinge

and its associated mechanisms and the

emergency escape slide could separate

from the airplane and be ingested into

the engine, or could strike and damage

the flight control surfaces.

DATES: Effective May 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

July 8, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

84–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Roy

Boffo, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington;

telephone (206) 227–2780; fax (206)

227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received several reports of cracks

found in the lower gate hinge on the

forward galley service door on Boeing

Model 737 series airplanes. In two of

these cases, the hinge was severed

completely and the lower gate separated

from the airplane while in flight, which

resulted in loss of cabin pressure. In one

of these cases, the emergency escape

slide was slowly pulled through the gate

opening, and, subsequently, it separated

from the airplane. These airplanes had

accumulated between 13,700 and 66,000

total flight cycles. Investigation revealed

that the cause of such cracking was due

to fatigue. The effects of such fatigue

cracking could lead to the failure of the

lower gate hinge on the forward galley

service door and subsequent loss of

cabin pressure. If the hinge fails, the

hinge and its associated mechanisms

and the emergency escape slide could

separate from the airplane and be

ingested into the engine, or could strike

and damage the flight control surfaces.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 737–

52A1124, dated January 11, 1996, which

describes procedures for repetitive

detailed visual inspections to detect

cracks of the lower gate hinge of the

forward galley service door, and

replacement of any cracked hinge

found. The service bulletin also

describes procedures for replacement of

the lower gate hinge of the forward

galley service door with an improved

hinge, which will eliminate the need for

the repetitive inspections.

Explanation of the Requirements of the

AD

Since an unsafe condition has been

identified that is likely to exist or

develop on other Boeing Model 737

series airplanes of the same type design,

this AD is being issued to prevent

fatigue cracking and subsequent failure

of the lower gate hinge on the forward

galley service door. This AD requires

repetitive detailed visual inspections to

detect cracks of the lower gate hinge of

the forward galley service door, and

replacement of any cracked hinge

found. This AD also provides for an

optional replacement of the lower gate

hinge of the forward galley service door

with an improved hinge, which

constitutes terminating action for the

repetitive inspection requirements. The

actions are required to be accomplished