[Federal Register Volume 64, Number 122 (Friday, June 25, 1999)]
[Proposed Rules]
[Pages 34168-34170]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-16158]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-53-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 727 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain Boeing Model 727 series
airplanes. This proposal would require repetitive structural
inspections of certain aging airplanes, and repair, if necessary. This
proposal also provides for optional terminating action for the
repetitive inspections. This proposal is prompted by reports of
incidents involving fatigue cracking and corrosion in transport
category airplanes that are approaching or have exceeded their economic
design service goal. The actions specified by the proposed AD are
intended to prevent degradation of the structural capabilities of the
affected airplanes. This proposal relates to the recommendations of the
Airworthiness Assurance Task Force assigned to review Model 727 series
airplanes, which indicate that, to assure long term continued
operational safety, various structural inspections should be
accomplished.
DATES: Comments must be received by August 9, 1999.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-53-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056. Comments may be inspected at this location
between 9:00 a.m. and 3:00 p.m., Monday through Friday, except Federal
holidays.
The service information referenced in the proposed rule 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.
FOR FURTHER INFORMATION CONTACT: Walter Sippel, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle
Aircraft Certification Office, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056; telephone (425) 227-2774; fax (425) 227-1181.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed 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 above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 99-NM-53-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 99-NM-53-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
In April 1988, a high-cycle Boeing Model 737 suffered major
structural damage in flight. Investigation revealed that the airplane
had numerous fatigue cracks and a great deal of corrosion. This
incident prompted the FAA to sponsor a conference on aging airplanes,
which was attended by members of the aviation industry, other
regulatory authorities, and the general public. The conferees agreed
that, because of the huge increase in air travel, the relatively slow
pace of new airplane production, and the apparent economic feasibility
of operating older technology airplanes, operators will continue to fly
aging airplanes rather than retire them. Because of the problems
revealed by the accident described above, the consensus was that this
aging fleet needed more attention and maintenance to ensure its
continued operational safety.
The Air Transport Association (ATA) of America and the Aerospace
Industries Association (AIA) of America committed to identifying and
implementing procedures to ensure continuing structural airworthiness
of aging transport category airplanes. An Airworthiness Assurance Task
Force, with representatives from the aircraft operators, manufacturers,
regulatory authorities, and other aviation representatives, was
established in August 1988. The objective of the Task Force was to
sponsor ``Working Groups'' to:
1. Select service bulletins, applicable to each airplane model in
the transport fleet, to be recommended for mandatory modification of
aging airplanes,
2. Develop corrosion-directed inspections and prevention programs,
3. Review the adequacy of each operator's structural maintenance
program,
4. Review and update the Supplemental Structural Inspection
Documents (SSID), and
5. Assess repair quality.
[[Page 34169]]
The Working Group assigned to review the Boeing Model 727 series
airplanes completed its work on Item (2) in July 1989 and developed a
baseline program for controlling corrosion problems that may jeopardize
the continued airworthiness of the Boeing Model 727 fleet. This program
is contained in Boeing Document Number D6-54929, ``Aging Airplane
Corrosion Prevention and Control Program--Model 727,'' dated July 28,
1989. The FAA issued AD 90-25-03, Amendment 39-6787 (55 FR 49258,
November 27, 1990), which requires implementation of a corrosion
prevention and control program.
The Working Group completed a portion of its work on Item (1),
above, in March 1989. The Working Group's proposal is contained in
Boeing Document Number D6-54860, ``Aging Airplane Service Bulletin
Structural Modification Program--Model 727,'' Revision C, dated
December 11, 1989. The FAA issued AD 90-06-09, Amendment 39-6488 (55 FR
8370, March 7, 1990), which requires the installation of the structural
modifications identified in that document.
The action being proposed herein follows from the ongoing
activities of the Working Group relative to Item (1). The Working Group
has identified certain service difficulties that warrant mandatory
inspections of the airplane. The Working Group considers that these
service difficulties can be controlled safely in aging airplanes by
inspections and that because of the safety implications, the
inspections should be mandatory to assure that all operators perform
them. Typically, the addressed unsafe conditions have occurred
infrequently on aging airplanes, and the Working Group has a very high
degree of confidence in the ability of an inspection program to detect
the damage before it adversely affects safety.
The Working Group reviewed 286 service bulletins related to the
long term operation of the Model 727 series airplanes. Twelve of these
service bulletins were recommended to the FAA for mandatory inspection
action to ensure the successful long term operation of Model 727 series
airplanes. The conditions addressed by these service bulletins, if not
corrected, could result in degradation of the structural capabilities
of the affected airplanes. The FAA has concurred with the Working
Group's recommendations and has determined that AD action to mandate
the inspections is warranted to assure the continued airworthiness of
the Model 727 fleet.
Explanation of Relevant Service Information
The FAA has reviewed and approved Boeing Service Bulletin 727-57-
0127, Revision 3, dated August 24, 1989, which describes procedures for
repetitive dye penetrant inspections of certain wing ribs at the rib-
to-stringer attachment, and repair, if necessary. The service bulletin
also describes procedures for the accomplishment of a preventative
modification, which would eliminate the need for the repetitive
inspections.
Boeing Standard Overhaul Practices Manual D6-51702, Chapter 20-20-
02, Revision 79, dated March 1, 1999, also describes procedures for the
accomplishment of the dye penetrant inspections.
Boeing Commercial Jet Nondestructive Test Manual, Chapter 51-00-00,
Part 6, dated August 5, 1997, describes procedures for a high frequency
eddy current inspection to detect cracking of certain wing ribs at the
rib-to-stringer attachment.
Accomplishment of the actions specified in the service bulletin,
the overhaul manual, and the NDT Manual is intended to adequately
address the identified unsafe condition.
Other Relevant Rulemaking
AD 94-07-08, amendment 39-8866 (59 FR 14545, March 29, 1994)
currently requires initial structural inspections only of certain wing
ribs at the rib-to-stringer attachment, as specified in the Boeing
Document Number D6-54860, ``Aging Airplane Service Bulletin Structural
Modification and Inspection Program--Model 727,'' Revision G, dated
March 5, 1993. That AD inadvertently omitted the requirement to mandate
repetitive inspections of certain wing ribs at the rib-to-stringer
attachment. This proposed AD would mandate those repetitive inspections
to detect cracks of certain structural components. In addition, the
repetitive inspection requirement in this proposal would be terminated
following accomplishment of the modification required by AD 94-05-04,
amendment 39-8842 (59 FR 13442, March 22, 1994) as specified in Boeing
Service Bulletin 727-57-0127, Revision 3, dated August 24, 1989. That
AD requires incorporation of certain structural modifications. This
proposed AD would not affect the current requirements of the AD's
described previously.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would require accomplishment of the repetitive inspections,
and repair, if necessary, as specified in the overhaul manual, NDT
manual, and service bulletin described previously, except as discussed
below. The proposed AD also provides for optional terminating action,
which would terminate the repetitive inspections.
Differences Between Proposed Rule and Service Bulletin
Operators should note that, unlike the procedures described in the
service bulletin, this proposed AD would require the applicable
inspection to be repeated at intervals not to exceed 14,000 flight
cycles, regardless of detection of cracking. The FAA has determined
that, because of the safety implications and consequences associated
with fatigue cracking, repetitive inspections are necessary until
accomplishment of the modification required by AD 94-05-04, in order to
adequately ensure the safety of the transport airplane fleet.
Operators also should note that, although the service bulletin
describes procedures for accomplishment of a dye penetrant inspection
only, this proposed AD would include the option of accomplishment of a
either a dye penetrant inspection or a high frequency eddy current
inspection to detect cracking of certain wing ribs at the rib-to-
stringer attachment. This option gives operators greater flexibility
for detecting cracking in a timely manner.
Cost Impact
There are approximately 975 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 538 airplanes of U.S. registry
would be affected by this proposed AD, that it would take approximately
300 work hours per airplane to accomplish the proposed inspection, and
that the average labor rate is $60 per work hour. Based on these
figures, the cost impact of the inspection proposed by this AD on U.S.
operators is estimated to be $9,684,000, or $18,000 per airplane, per
inspection cycle.
The cost impact figure discussed above is based on assumptions that
no operator has yet accomplished any of the proposed requirements of
this AD action, and that no operator would accomplish those actions in
the future if this AD were not adopted.
Should an operator elect to accomplish the optional terminating
action rather than continue the repetitive inspections, it would take
approximately 900 work hours per
[[Page 34170]]
airplane to accomplish the modification, at an average labor rate of
$60 per work hour. Required parts will cost approximately $31,144 per
airplane. Based on these figures, the cost impact of this optional
terminating action is estimated to be $85,144 per airplane.
Regulatory Impact
The regulations proposed herein would 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
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Boeing: Docket 99-NM-53-AD.
Applicability: Model 727-100, -100C, and -200 series airplanes,
line numbers 1 through 1214 inclusive; certificated in any category;
on which the modification required by AD 94-05-04, amendment 39-
8842, as specified in Boeing Service Bulletin 727-57-0127, Revision
3, dated August 24, 1989, has not been accomplished.
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 (e) 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.
Compliance: Required as indicated, unless accomplished
previously.
To prevent degradation of the structural capabilities of the
affected airplanes, accomplish the following:
Initial Inspection
(a) Within 2,000 flight cycles after the effective date of this
AD, unless accomplished within the last 12,000 flight cycles in
accordance with AD 94-07-08, amendment 39-8866; accomplish paragraph
(a)(1) or (a)(2) of this AD, as applicable.
(1) Perform a dye penetrant inspection to detect cracking of
certain wing ribs at the rib-to-stringer attachment, in accordance
with Boeing Service Bulletin 727-57-0127, Revision 3, dated August
24, 1989; and Boeing Standard Overhaul Practices Manual D6-51702,
Chapter 20-20-02, Revision 79, dated March 1, 1999.
(2) Perform a high frequency eddy current inspection to detect
cracking of certain wing ribs at the rib-to-stringer attachment, as
specified in Boeing Service Bulletin 727-57-0127, Revision 3, dated
August 24, 1989; in accordance with the procedures specified in
Boeing Commercial Jet Nondestructive Test Manual, Chapter 51-00-00,
Part 6, dated August 5, 1997.
Repetitive Inspections and Corrective Action
(b) If no crack is detected during any inspection required by
paragraph (a) of this AD, repeat the applicable inspection
thereafter at intervals not to exceed 14,000 flight cycles.
(c) If any crack is detected during any inspection required by
paragraph (a) of this AD, prior to further flight, repair in
accordance with Boeing Service Bulletin 727-57-0127, Revision 3,
dated August 24, 1989. Repeat the applicable inspection thereafter
at intervals not to exceed 14,000 flight cycles, following
accomplishment of the repair.
Terminating Action
(d) Accomplishment of the structural modification required by
paragraph (a) of AD 94-05-04, amendment 39-8842, as specified in
Boeing Service Bulletin 727-57-0127, Revision 3, dated August 24,
1989, constitutes terminating action for the requirements of this
AD.
Alternative Methods of Compliance
(e) 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, Seattle 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, Seattle ACO.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
Special Flight Permits
(f) 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.
Issued in Renton, Washington, on June 18, 1999.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-16158 Filed 6-24-99; 8:45 am]
BILLING CODE 4910-13-U
