Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations 50705 

thereafter at intervals not to exceed 24 

months. Do all applicable related 

investigative and corrective actions before 

further flight. 

(g) If any crack or corrosion is found during 

any inspection required by paragraph (f) of 

this AD, and Boeing 707 Special Attention 

Service Bulletin 3524, dated July 18, 2007, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair the 

terminal fittings using a method approved in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

No Information Submission 

(h) Although Boeing 707 Special Attention 

Service Bulletin 3524, dated July 18, 2007, 

specifies to submit information to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, 1601 Lind 

Avenue SW., Renton, Washington 98057–

3356; telephone (425) 917–6577; fax (425) 

917–6590; has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

Material Incorporated by Reference 

(j) You must use Boeing 707 Special 

Attention Service Bulletin 3524, dated July 

18, 2007, to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

(3) You may review copies of the service 

information incorporated by reference at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington; or at 

the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on August 

6, 2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–19136 Filed 8–27–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0223; Directorate 

Identifier 2007–NM–156–AD; Amendment 

39–15652; AD 2008–17–14] 

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 superseding an 

existing airworthiness directive (AD), 

which applies to certain Boeing Model 

727 series airplanes. That AD currently 

requires repetitive inspections to detect 

cracks and loose brackets of the elevator 

rear spar, and corrective actions if 

necessary. The existing AD also 

provides for an optional terminating 

action for the repetitive inspections. 

This new AD reduces the repetitive 

intervals of the inspections, mandates 

the previously optional terminating 

action for the repetitive inspections, and 

no longer allows stop-drilling. This AD 

results from new reports of cracks, 

elongated fastener holes, and loose 

fittings of the elevator rear spar. We are 

issuing this AD to prevent cracking of 

the elevator rear spar at the tab hinge 

locations, which could cause excessive 

freeplay of the elevator control tab and 

possible tab flutter, and consequent loss 

of control of the airplane. 

DATES: This AD becomes effective 

October 2, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 2, 2008. 

On April 22, 1996 (61 FR 11529, 

March 21, 1996), the Director of the 

Federal Register approved the 

incorporation by reference of Boeing 

Service Bulletin 727–55–0089, dated 

June 29, 1995. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 96–06–05, amendment 

39–9542 (61 FR 11529, March 21, 1996). 

The existing AD applies to certain 

Boeing Model 727 series airplanes. That 

NPRM was published in the Federal 

Register on November 23, 2007 (72 FR 

65678). That NPRM proposed to require 

repetitive inspections to detect cracks 

and loose brackets of the elevator rear 

spar, and corrective actions if necessary. 

The NPRM also proposed to reduce the 

repetitive intervals of the inspections, 

mandate the previously optional 

terminating action for the repetitive 

inspection, and no longer allow stopdrilling. 

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 Extend Compliance Time 

for Terminating Action (Spar 

Replacement) 

Several commenters (Boeing, 

Champion Air, DHL, FedEx, and 

ReadyJetGo) request that we extend the 

compliance time (18 months) for the 

terminating action specified in the 

NPRM. Boeing, Champion Air, and 

ReadyJetGo request an extension from 

18 months to 24 months; DHL requests 

36 months; and FedEx requests 36 

months or 3,600 flight hours, whichever 

mstockstill on PROD1PC66 with RULES

50706 Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations 

occurs later. The commenters request 

the extension for the following reasons: 

• The parts supply is limited. 

Champion Air and FedEx note that 

Boeing does not have any complete kits 

available. Boeing estimates it will not 

have any complete kits available until 

October 1, 2008. 

• An extension of the compliance 

time would permit the spar replacement 

to be done during most operators’

scheduled C-check maintenance 

intervals, and at a maintenance facility 

(FedEx), which is preferred due to the 

work-hours and skills involved with the 

modification. 

• The number of cracks found during 

accomplishment of inspections required 

by AD 96–06–05 is low. Champion Air 

notes it has had zero findings from 89 

inspections. DHL reports 3 findings. 

FedEx has documented 7 findings from 

991 inspections. 

• The repair of stop-drilled cracks in 

combination with the current 

inspections will maintain fleet safety 

during this extended time period. 

We partially agree with the 

commenters’ request to extend the 

compliance time for the terminating 

replacement. We have determined that 

24 months for the spar replacement will 

not adversely affect safety. However, in 

considering the other factors to extend 

the compliance time (data submitted, 

maintenance schedule differences, stopdrilling as a suggested repair method), 

we found that those factors were not 

sufficient to extend the compliance time 

further. 

In developing an appropriate 

compliance time for this action, we 

considered the urgency associated with 

the subject unsafe condition, the 

availability of required parts, and the 

practical aspect of accomplishing the 

required action within a period of time 

that corresponds to the normal 

scheduled maintenance for most 

affected operators. We have confirmed 

with Boeing that there is a parts supply 

problem. We have determined that we 

will extend the compliance time for the 

spar replacement from 18 to 24 months 

as recommended by the manufacturer 

due to the parts supply problem. We 

have revised paragraph (q) of this AD 

accordingly. 

Request To Change From CalendarBased to Use-Based Compliance Time 

for Terminating Replacement 

Champion Air notes that in the 

‘‘Differences Between the Proposed AD 

and Service Information’’ section in the 

NPRM, we stated that a calendar time is 

not appropriate for addressing problems 

associated with fatigue. However, for 

the terminating replacement, the NPRM 

specifies a compliance time in terms of 

months instead of hours or cycles. 

We understand the comment and 

while Champion Air does not request a 

specific change, we consider that 

clarification is appropriate. While most 

initial and all repeat inspection times 

specified in this AD are given in flight 

hours because the inspections are 

intended to find problems associated 

with fatigue issues, the terminating 

action (replacement) is intended to 

ensure that there is not an undue 

reliance on inspections to maintain the 

safety of the fleet and to ensure that the 

terminating action is accomplished 

within an appropriate time period. We 

have not changed the AD in this regard. 

Request To Lengthen Inspection 

Intervals 

DHL requests that we lengthen the 

repetitive inspection interval from 1,600 

flight hours to 2,400 flight hours so that 

the intervals match the heavy 

maintenance intervals in their approved 

maintenance program. 

We do not agree with the commenter’s 

request to lengthen the inspection 

interval. In light of the inspection 

results, and the analysis and 

recommendation of the airplane 

manufacturer, we have determined that 

1,600 flight hours is an appropriate 

repetitive inspection interval. However, 

according to the provisions of paragraph 

(s) of this AD, we might approve 

requests to adjust the compliance time 

if the request includes data that prove 

the new compliance time would provide 

an acceptable level of safety. We have 

not changed the AD in this regard. 

Request for Further Clarification on 

Effect of Human Factors on Repetitive 

Inspections 

FedEx requests further clarification of 

why the repetitive inspections required 

by AD 96–06–05 are no longer 

considered adequate. Such information 

could be used to better evaluate FedEx’s 

current maintenance program. FedEx 

notes that the NPRM states ‘‘human 

factors associated with numerous 

continual inspections’’ have led to an 

emphasis on design change. 

As discussed in the ‘‘Actions Since 

Existing AD Was Issued’’ section of the 

NPRM, which is not repeated in this 

final rule, we determined that the 

existing long-term repetitive inspections 

do not provide an acceptable level of 

safety. This determination, in part, is 

based on a better understanding of the 

human factors element that errors do 

occur when associated with numerous 

continual inspections. This has led us to 

consider placing less emphasis on 

inspections and more emphasis on 

design improvements. Therefore, for 

consistency with our policy, we have 

determined that it is necessary to 

require modifications to adequately 

address the identified unsafe condition 

of this AD rather than continued 

reliance on inspections. 

In regard to FedEx’s request for 

further information to assist the 

evaluation of their maintenance 

program, we have determined that this 

request would be best posed to their 

FAA Principal Maintenance Inspector. 

We have not changed the AD in this 

regard. 

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 

change described previously. We have 

determined that this change will neither 

increase the economic burden on any 

operator nor increase the scope of the 

AD. 

Costs of Compliance 

There are about 815 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.-registered airplanes 

Fleet cost 

Detailed Inspection (required by AD 96–06–05).17 $80 None ........... $1,360, per inspection 

cycle.

448 $609,280, per inspection 

cycle. 

mstockstill on PROD1PC66 with RULES

Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations 50707 

ESTIMATED COSTS—Continued 

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.-registered airplanes 

Fleet cost 

Terminating action (new 

action).

416 $80 $14,975 ....... $48,255 ............................ 448 $21,618,240 

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 removing amendment 39–9542 (61 

FR 11529, March 21, 1996) and by 

adding the following new airworthiness 

directive (AD): 

2008–17–14 Boeing: Amendment 39–15652. 

Docket No. FAA–2007–0223; Directorate 

Identifier 2007–NM–156–AD. 

Effective Date 

(a) This AD becomes effective October 2, 

2008. 

Affected ADs 

(b) This AD supersedes AD 96–06–05. 

Applicability 

(c) This AD applies to Boeing Model 727, 

727C, 727–100, 727–100C, 727–200, and 

727–200F series airplanes, certificated in any 

category, as identified in Boeing Service 

Bulletin 727–55–0089, Revision 1, dated 

March 2, 2000. 

Unsafe Condition 

(d) This AD results from new reports of 

cracks, elongated fastener holes, and loose 

fittings of the elevator rear spar. We are 

issuing this AD to prevent cracking of the 

elevator rear spar at the tab hinge locations, 

which could cause excessive freeplay of the 

elevator control tab and possible tab flutter, 

and consequent loss of control 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. 

Requirements of AD 96–06–05 

Repetitive Inspections and Follow-On 

Actions 

(f) For airplanes on which the modification 

or repair described in Boeing Service Bulletin 

727–55–0085, dated August 31, 1984 

(specified as terminating action in AD 84–

22–02, amendment 39–4951), has not been 

accomplished and the repetitive inspections 

required by AD 84–22–02 have not been 

initiated: Prior to the accumulation of 8,000 

total flight hours since date of manufacture, 

or within 300 flight hours after April 22, 

1996 (the effective date of AD 96–06–05), 

whichever occurs later, perform a detailed 

inspection to detect cracks and loose hinge 

brackets of the elevator rear spar in the area 

along the upper and lower edges at the shear 

plate, in accordance with Boeing Service 

Bulletin 727–55–0089, dated June 29, 1995. 

Then accomplish the follow-on actions (i.e., 

repetitive inspections, stop-drilling, 

modification) in accordance with that service 

bulletin, at the times specified as follows: 

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.’’

Note 2: AD 84–22–02 pertains to the onepiece elevator rear spar. 

(1) Repeat the detailed inspection 

thereafter at intervals not to exceed 1,600 

flight hours. 

(2) If any crack is detected and stop-drilled 

as a result of any inspection required by this 

paragraph, accomplish the requirements of 

paragraph (l) of this AD, except as provided 

by paragraph (o) of this AD, at the times 

specified in paragraph (l) of this AD. 

Repetitive Inspections and Follow-On 

Actions 

(g) For airplanes on which the modification 

or repair described in Boeing Service Bulletin 

727–55–0085, dated August 31, 1984 

(specified as terminating action in AD 84–

22–02), has not been accomplished and the 

repetitive inspections required by AD 84–22–

02 have been initiated: Accomplish either 

paragraph (g)(1) or (g)(2) of this AD, as 

applicable. 

(1) If no crack has been detected as a result 

of inspections required by AD 84–22–02: 

Within 1,600 flight hours after the last 

inspection required by that AD, perform a 

detailed inspection to detect cracks and loose 

brackets of the elevator rear spar in the area 

along the upper and lower edges at the shear 

plate, in accordance with the Boeing Service 

Bulletin 727–55–0089, dated June 29, 1995. 

Accomplish follow-on actions (i.e., repetitive 

inspection, stop-drilling, modification) in 

accordance with that service bulletin, except 

mstockstill on PROD1PC66 with RULES

50708 Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations 

as provided by paragraph (o) of this AD, at 

the times specified as follows: 

(i) Repeat the detailed inspection thereafter 

at intervals not to exceed 1,600 flight hours. 

(ii) If any crack is detected and stop-drilled 

as a result of any inspection required by this 

paragraph, accomplish the requirements of 

paragraph (l) of this AD, except as provided 

by paragraph (o) of this AD, at the times 

specified in paragraph (l) of this AD. 

(2) If any crack has been stop-drilled in 

accordance with AD 84–22–02, accomplish 

the requirements of paragraph (l) of this AD, 

except as provided by paragraph (o) of this 

AD, at the times specified in paragraph (l) of 

this AD. 

(h) For airplanes on which the 

modification or repair described in Boeing 

Service Bulletin 727–55–0085, dated August 

31, 1984 (specified as terminating action in 

AD 84–22–02, amendment 39–4951), has 

been accomplished: Within 4,000 flight hours 

after April 22, 1996, perform a detailed 

inspection to detect cracks and loose hinge 

brackets of the elevator rear spar in the area 

along the upper and lower edges at the shear 

plate, in accordance with Boeing Service 

Bulletin 727–55–0089, dated June 29, 1995. 

Accomplish follow-on actions (i.e., repetitive 

inspections, stop-drilling, modification) in 

accordance with that service bulletin, except 

as provided by paragraph (o) of this AD, at 

the times specified as follows: 

(1) Repeat the detailed inspection 

thereafter at intervals not to exceed 4,000 

flight hours, except as provided by paragraph 

(n) of this AD. 

(2) If any crack is detected and stop-drilled 

as a result of any inspection required by this 

paragraph, accomplish the requirements of 

paragraph (l) of this AD, except as provided 

by paragraph (o) of this AD, at the times 

specified in paragraph (l) of this AD. 

(i) For airplanes on which the modification 

or repair described in Boeing Service Bulletin 

727–55–087, dated June 20, 1986 (specified 

as terminating action in AD 87–24–03, 

amendment 39–5769), has not been 

accomplished and the repetitive inspections 

required by AD 87–24–03 have not been 

initiated: Accomplish the requirements of 

paragraph (i)(1) of this AD at the earliest of 

the times specified in paragraph (i)(2) of this 

AD. 

Note 3: AD 87–24–03 pertains to the twopiece elevator rear spar. 

(1) Perform a detailed inspection to detect 

cracks and loose hinge brackets of the 

elevator rear spar in the area along the upper 

and lower edges at the shear plate, at the 

earliest of the times specified in paragraph 

(i)(2) of this AD, and in accordance with 

Boeing Service Bulletin 727–55–0089, dated 

June 29, 1995. Accomplish follow-on actions 

(i.e., repetitive inspection, stop-drilling, 

modification) in accordance with that service 

bulletin, at the times specified as follows: 

(i) Repeat the detailed inspection thereafter 

at intervals not to exceed 4,000 flight hours, 

except as provided by paragraph (n) of this 

AD. 

(ii) If any crack is detected and stop-drilled 

as a result of any inspection required by this 

paragraph, accomplish the requirements of 

paragraph (l) of this AD, except as provided 

by paragraph (o) of this AD, at the times 

specified in paragraph (l) of this AD. 

(2) Accomplish the initial detailed 

inspection required by paragraph (i)(1) of this 

AD at the earliest of the following times: 

(i) Prior to the accumulation of 27,000 total 

flight hours since date of manufacture, or 

within 4,000 flight hours after December 24, 

1987 (the effective date of AD 87–24–03), 

whichever occurs later; or 

(ii) Prior to the accumulation of 12,000 

total flight hours since date of manufacture, 

or within 4,000 flight hours after April 22, 

1996, whichever occurs later; or 

(iii) Prior to the accumulation of 27,300 

total flight hours since date of manufacture, 

or within 300 flight hours after April 22, 

1996, whichever occurs later. 

(j) For airplanes on which the modification 

or repair described in Boeing Service Bulletin 

727–55–087, dated June 20, 1986 (specified 

as terminating action in AD 87–24–03), has 

not been accomplished and the repetitive 

inspections required by AD 87–24–03 have 

been initiated: Accomplish either paragraph 

(j)(1) or (j)(2) of this AD, as applicable. 

(1) If no crack has been detected as a result 

of inspections required by AD 87–24–03: 

Within 4,000 flight hours after the last 

inspection required by that AD, perform a 

detailed inspection to detect cracks and loose 

brackets of the elevator rear spar in the area 

along the upper and lower edges at the shear 

plate, in accordance with Boeing Service 

Bulletin 727–55–0089, dated June 29, 1995, 

except as provided by paragraph (m) of this 

AD. Accomplish follow-on actions (i.e., 

repetitive inspection, stop-drilling, 

modification) in accordance with that service 

bulletin, except as provided by paragraph (o) 

of this AD, at the times specified as follows: 

(i) Repeat the detailed inspection thereafter 

at intervals not to exceed 4,000 flight hours, 

except as provided by paragraph (n) of this 

AD. 

(ii) If any crack is detected and stop-drilled 

as a result of any inspection required by 

paragraph (j)(1) of this AD, accomplish the 

requirements of paragraph (l) of this AD, 

except as provided by paragraph (o) of this 

AD, at the times specified in paragraph (l) of 

this AD. 

(2) If any crack has been detected and stopdrilled in accordance with AD 87–24–03, 

accomplish the requirements of paragraph (l) 

of this AD, except as provided by paragraph 

(o) of this AD, at the times specified in 

paragraph (l) of this AD. 

(k) For airplanes on which the 

modification or repair described in Boeing 

Service Bulletin 727–55–087, dated June 20, 

1986 (specified as terminating action in AD 

87–24–03), has been accomplished: Within 

4,000 flight hours after April 22, 1996, 

perform a detailed inspection to detect cracks 

and loose hinge brackets of the elevator rear 

spar in the area along the upper and lower 

edges at the shear plate, in accordance with 

Boeing Service Bulletin 727–55–0089, dated 

June 29, 1995. Accomplish follow-on actions 

(i.e., repetitive inspection, stop-drilling, 

modification) in accordance with the service 

bulletin, except as provided by paragraph (o) 

of this AD, at the times specified as follows: 

(1) Repeat the detailed inspection 

thereafter at intervals not to exceed 4,000 

flight hours, except as provided by paragraph 

(n) of this AD. 

(2) If any crack is detected and stop-drilled 

as a result of any inspection required by this 

paragraph, accomplish the requirements of 

paragraph (l) of this AD, except as provided 

by paragraph (o) of this AD, at the times 

specified in that paragraph. 

(l) If any crack is detected and stop-drilled 

in accordance with paragraph (f)(2), (g)(1)(ii), 

(g)(2), (h)(2), (i)(1)(ii), (j)(1)(ii), (j)(2), or (k)(2) 

of this AD, accomplish the following, except 

as provided by paragraphs (o) and (p) of this 

AD: 

(1) Within 1,600 flight hours after stopdrilling, perform a detailed inspection to 

detect cracks and loose hinge brackets of the 

elevator rear spar in the area along the upper 

and lower edges at the shear plate, and 

accomplish follow-on actions (i.e., stopdrilling, modification) in accordance with the 

service bulletin. If any crack growth is 

detected after stop-drilling, prior to further 

flight, modify the elevator rear spar in 

accordance with Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 727–55–0089, dated June 29, 

1995. Accomplishment of this modification 

constitutes terminating action for the 

repetitive inspection requirements of this 

AD. 

(2) Within 3,200 flight hours after stopdrilling, modify the elevator rear spar in 

accordance with Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 727–55–0089, dated June 29, 

1995. Accomplishment of this modification 

constitutes terminating action for the 

repetitive inspection requirements of this 

AD. 

New Actions Required by This AD 

New Service Information 

(m) As of the effective date of this AD, use 

only the Accomplishment Instructions of 

Boeing Service Bulletin 727–55–0089, 

Revision 1, dated March 2, 2000, to do the 

repetitive detailed inspections required by 

this AD. 

Certain Repetitive Inspections at Reduced 

Intervals 

(n) For airplanes being inspected at 

intervals not to exceed 4,000 flight hours in 

accordance with paragraphs (h)(1), (i)(1)(i), 

(j)(1)(i), and (k)(1) of this AD: As of the 

effective date of this AD, do those 

inspections within 1,600 flight hours since 

the last detailed inspection or 6 months after 

the effective date of this AD, whichever 

occurs later, and thereafter at intervals not to 

exceed 1,600 flight hours. 

Stop-Drilling Prohibited 

(o) As of the effective date of this AD, stopdrilling required by paragraphs (f) through (l) 

inclusive of this AD is prohibited. 

Replacement of Cracked Rear Spars/Loose 

Brackets 

(p) As of the effective date of this AD, if 

any cracked rear spar or loose bracket is 

detected during any inspection required by 

this AD, before further flight, do the 

replacement specified in paragraph (q) of this 

AD. 

mstockstill on PROD1PC66 with RULES

Federal Register / Vol. 73, No. 168 / Thursday, August 28, 2008 / Rules and Regulations 50709 

Terminating Replacement 

(q) Within 24 months after the effective 

date of this AD, replace the elevator rear spar 

with a new elevator rear spar and support 

fittings, in accordance with Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 727–55–0089, Revision 1, 

dated March 2, 2000. Accomplishing the 

replacement constitutes terminating action 

for the requirements of this AD. 

(r) Accomplishing the replacement before 

the effective date of this AD in accordance 

with Boeing Service Bulletin 727–55–0089, 

dated June 29, 1995, is considered acceptable 

for compliance with the corresponding action 

specified in paragraph (q) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(s)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6577; fax (425) 917–6590; has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 96–06–05 are approved 

as AMOCs for the corresponding provisions 

of this AD. 

Material Incorporated by Reference 

(t) You must use Boeing Service Bulletin 

727–55–0089, dated June 29, 1995; or Boeing 

Service Bulletin 727–55–0089, Revision 1, 

dated March 2, 2000; as applicable; to 

perform the actions that are required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Service Bulletin 727–55–0089, 

Revision 1, dated March 2, 2000, in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) On April 22, 1996 (61 FR 11529, March 

21, 1996), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Service Bulletin 727–55–0089, dated 

June 29, 1995. 

(3) Contact Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207, for a copy of this service information. 

You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on August 

7, 2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–19137 Filed 8–27–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0046; Directorate 

Identifier 2007–NM–270–AD; Amendment 

39–15650; AD 2008–17–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A318, A319, A320, and A321 Series 

Airplanes Equipped With Certain 

Northrop Grumman (Formerly Litton) 

Air Data Inertial Reference Units 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Airbus Model 

A319, A320, and A321 series airplanes 

equipped with certain Litton air data 

inertial reference units (ADIRUs). That 

AD currently requires modifying the 

shelf (floor panel) above ADIRU 3, 

modifying the polycarbonate guard that 

covers the ADIRUs for certain airplanes, 

and modifying the ladder located in the 

avionics compartment for certain 

airplanes. This new AD requires those 

modifications on additional airplanes. 

This new AD also requires replacing all 

three ADIRUs with improved ADIRUs. 

This new AD also adds Model A318 

series airplanes to the applicability. 

This AD results from reports that ‘‘NAV 

IR FAULT’’ messages have occurred 

during takeoff due to failure of an 

ADIRU and subsequent analysis 

showing that the shelf modification has 

not sufficiently addressed failure of an 

ADIRU. We are issuing this AD to 

prevent failure of an ADIRU during 

flight, which could result in loss of one 

source of critical attitude and airspeed 

data and reduce the ability of the 

flightcrew to control the airplane. 

DATES: This AD becomes effective 

October 2, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of October 2, 2008. 

On January 27, 2004 (68 FR 74172, 

December 23, 2003), the Director of the 

Federal Register approved the 

incorporation by reference of a certain 

publication. 

ADDRESSES: For service information 

identified in this AD, contact Airbus, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Tim 

Dulin, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2141; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2003–26–03, amendment 

39–13399 (68 FR 74172, December 23, 

2003). The existing AD applies to 

certain Airbus Model A319, A320, and 

A321 series airplanes equipped with 

certain Litton air data inertial reference 

units (ADIRUs). That NPRM was 

published in the Federal Register on 

January 24, 2008 (73 FR 4129). That 

NPRM proposed to continue to require 

modifying the shelf (floor panel) above 

ADIRU 3, modifying the polycarbonate 

guard that covers the ADIRUs for certain 

airplanes, and modifying the ladder 

located in the avionics compartment for 

certain airplanes. That NPRM also 

proposed to require those modifications 

on additional airplanes. That NPRM 

also proposed to require replacing all 

three ADIRUs with improved ADIRUs. 

That NPRM also proposed to add Model 

mstockstill on PROD1PC66 with RULES