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67-10-01: 67-10-01 BOEING: Amdt. 39-379 Part 39 Federal Register April 1, 1967. Applies to Model 707-100 Series, 707-200 Series, and 720 Series Airplanes Listed in Boeing Service Bulletin No. 2177(R-2). \n\n\tCompliance required as indicated. \n\n\tIn order to detect and repair cracks in the wing skin and the horizontal legs of the splice angle and chord members at Wing Station 304.93 rear spar upper chord splice, accomplish the following: \n\n\t(a)\tWithin the next 150 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 720 Series airplanes with 8,200 or more hours' time in service on the effective date of this AD and Model 707 Series airplanes with 15,200 or more hours' time in service on the effective date of this AD in accordance with (d).\n \n\t(b)\tBefore the accumulation of 8,350 hours' time in service, unless already accomplished within the last 350 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 720 Series airplanes with less than 8,200 hours' time in service on the effective date of this AD in accordance with (d). \n\n\t(c)\tBefore the accumulation of 13,350 hours, time in service, unless already accomplished within the last 350 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 707 Series airplanes with less than 15,200 hours' time in service on the effective date of this AD in accordance with (d). \n\n\t(d)\tVisually inspect for cracks in accordance with the "Visual Inspection Procedure" of Paragraph 3, Part I, Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision.\n \n\t(e)\tWithin the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 600 hours'time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 720 Series airplanes with 8,600 or more hours' time in service on the effective date of this AD and Model 707 Series airplanes with 15,600 or more hours' time in service on the effective date of this AD in accordance with (h).\n \n\t(f)\tBefore the accumulation of 8,700 hours' time in service, unless already accomplished within the last 700 hours' time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 720 Series airplanes with less than 8,600 hours' time in service on the effective date of this AD in accordance with (h).\n\n\t(g)\tBefore the accumulation of 15,700 hours' time in service, unless already accomplished within the last 700 hours' time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 707 Series airplanes with lessthan 15,600 hours' time in service on the effective date of this AD in accordance with (h).\n \n\t(h)\tAccomplish an ultrasonic and x-ray inspection in accordance with Paragraph 3, Part I, Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision or in accordance with a method approved by the chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(i)\tIf a crack is found during the inspection conducted in accordance with (d) or (h), and that crack does not extend further than 8 inches forward of the seal stop hole centerline, repair or modify the affected parts before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair or modification can be performed) by accomplishing one of the repairs of modifications specified in subparagraphs (1) through (6) of this paragraph or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. In the case of a crack extending further than 8 inches forward of the seal stop hole centerline, repair or modify the affected parts before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair or modification can be performed) in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tComplete preventive modification applicable to Model 707 and 720 Series airplanes in accordance with the crack length limitations and procedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-3) or later FAA-approved revision.\n \n\t\tNOTE. - The "Preventive Modification" specified in Paragraph 3, Part II, "Preventive Modification Data", of Revision 2 of Boeing Service Bulletin 2177 is a "Complete Preventive Modification" as used in (i)(1). \n\n\t\t(2)\tComplete preventive modification minus coldworking applicable to Model 720 Series airplanes only in accordance with the crack length limitations andprocedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-4) or later FAA- approved revision. \n\n\t\t(3)\tOptional partial preventive modification applicable to Model 720 Series airplanes only in accordance with the crack length limitations and procedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-3), or later FAA- approved revision. \n\n\t\t(4)\tWing structure improvement program applicable to Model 720 Series airplanes only in accordance with the procedures of Boeing Document 65-12700. \n\n\t\t(5)\tCrack repair applicable to Model 707 and 720 Series airplanes in accordance with the crack length limitations and procedures of Paragraph 3, Part III, "Crack Repair Data", Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision. \n\n\t\t(6)\tCrack repair minus coldworking applicable to Model 720 Series airplanes only in accordance with the crack length limitations and procedures for Paragraph 3,Part III, "Crack Repair Data", Boeing Service Bulletin No. 2177(R-4) or later FAA-approved revision. \n\n\tUpon the completion of a particular repair or modification specified in subparagraphs (1) through (6) of this paragraph, comply with (n) through (s) as appropriate to the type of repair or modification performed under this paragraph.\n \n\t(j)\tWithin the next 7,000 hours' time in service after December 15, 1966, modify Model 720 Series airplanes with 8,000 or more hours' time in service on December 15, 1966, and Model 707 Series airplanes with 15,000 or more hours' time in service on December 15, 1966, in accordance with (m). \n\n\t(k)\tBefore the accumulation of 15,000 hours' time in service after December 15, 1966, modify Model 720 Series airplanes with less than 8,000 hours' time in service on December 15, 1966, in accordance with (m).\n\n\t(l)\tBefore the accumulation of 22,000 hours' time in service after December 15, 1966, modify Model 707 Series airplanes with less than 15,000 hours' time in service on December 15, 1966, in accordance with (m).\n \n\t(m)\tUnless already accomplished in accordance with (i)(1), (2), (3), (4) or (5) or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, accomplish one of the following:\n \n\t\t(1)\tComplete preventive modification specified in (i)(1); \n\n\t\t(2)\tComplete preventive modification minus coldworking specified in (i)(2). \n\n\t\t(3)\tOptional partial preventive modification specified in (i)(3); or \n\n\t\t(4)\tWing structure improvement program specified in (i)(4). \n\n\tUpon the completion of a particular modification specified in subparagraphs (1) through (4) of this paragraph, comply with (p) through (s) as appropriate to the type of modification performed under this paragraph.\n \n\t(n)\tUpon the completion of the crack repair specified in (i)(5), the repetitive inspections required by (d) through (h) may be discontinued.\n \n\t(o)\tUpon the completion of the crack repair minus coldworking specified in (i)(6), accomplish either the wing structure improvement program specified in (i)(4) or an x-ray inspection specified in (h) (in lieu of the other modifications specified in subparagraphs (1), (2) and (3) of (m)) prior to the accumulation of 10,000 hours' time in service after completion of the repair. If an x-ray inspection is performed under this paragraph, accomplish additional x-ray inspections within each successive period not to exceed 2,000 hours' time in service from the last inspection. The x-ray inspections required by this paragraph may be discontinued when the wing structure improvement program is accomplished.\n \n\t(p)\tUpon completion of the complete preventive modification specified in (i)(1), the repetitive inspections required by (d) and (h) may be discontinued. \n\n\t(q)\tUpon completion of the wing structure improvement program specified in (i)(4), the repetitive inspections required by (d) and (h) may be discontinued. \n\n\t(r)\tUpon completion of the optional partial preventive modification specified in (i)(3), perform an x-ray inspection specified in (h) within 2,000 hours' time in service from the completion of the modification and thereafter within periods not to exceed 2,000 hours' time in service from the last inspection. Prior to the accumulation of 7,000 hours' time in service after the completion of the optional partial preventive modification, accomplish either the complete preventive modification specified in (i)(1) or the wing structure improvement program specified in (i)(4). \n\n\t(s)\tUpon completion of the complete preventive modification minus coldworking specified in (i)(2), accomplish either the wing structure improvement program specified in (i)(4) or an x-ray inspection specified in (h) prior to the accumulation of 10,000 hours' time in service after completion of the modification. If an x-ray inspection is performed under this paragraph, accomplish additional x-ray inspections within each successive period not to exceed 2,000 hours' time in service from the last inspection. The x-ray inspections required by this paragraph may be discontinued when the wing structure improvement program is accomplished. \n\n\t(t)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval by the Regional Director, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis supersedes AD 66-29-02.\n\n\tThis directive effective April 1, 1967.
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88-22-11 R1: 88-22-11 R1 BOEING: Amendment 39-6059 as revised by Amendment 39-6432. Docket No. 89-NM-141-AD. \n\n\tApplicability: Model 737 series airplanes, line number 001 through 519, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tFor airplanes line number 001 through 291, prior to the accumulation of 40,000 landings, or within 10 calendar days after November 21, 1988 (the effective date of Amendment 39-6059), whichever occurs later, restrict all flight operations to a maximum cabin pressure differential of 5.67 psi until the inspections required by paragraph B.1., below, are accomplished. \n\n\tB.\t1.\tFor airplanes line number 001 through 291, within the next 1,500 landings after November 21, 1988, or prior to the accumulation of 40,000 landings, whichever occurs later, unless previously accomplished within the last 3,000 landings; and thereafter at intervals not to exceed 4,500 landings or 15 months, whichever occurs first; accomplish the requirements of paragraph C., below, along the skin at all fuselage lap joints between body station BS 259 and BS 1016. \n\n\t\t2.\tAt the initial interval indicated in Table 1, below, unless previously accomplished within the last 4,000 landings, accomplish the requirements of paragraph C., below, along the skin at stringer (S) 17 between BS 360 and BS 540 and between BS 727 and BS 927.\n\t\t\t\t\t TABLE 1 \n\nAIRPLANE LINE NUMBER\t\tINITIAL INSPECTION \n\n001 through 291\t\t\t\tWithin 500 landings after November 21, 1988, or prior\n\t\t\t\t\tto the accumulation of 40,000 landings, whichever \n\t\t\t\t\toccurs later. \n\n292 through 464\t\t\t\tWithin 500 landings after November 21, 1988, or prior \n\t\t\t\t\tto the accumulation of 60,000 landings whichever \n\t\t\t\t\toccurs later. \n\n465 through 519\t\t\t\tWithin 500 landings after the effective date of this \n\t\t\t\t\tamendment, or prior to the accumulation of 60,000 \n\t\t\t\t\tlandings, whichever occurs later. \n\n\tRepeat the inspection at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\tC.\tFor airplanes identified in paragraphs B.1. and B.2., above, remove paint with an approved chemical stripper, or ensure that the fastener head is clearly visible prior to the inspections required by this paragraph: \n\n\t\t1.\tPerform a high frequency eddy current inspection for cracks along the upper rivet line at the lap joints and along both rivet lines at S-17, in accordance with Boeing Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, accordingly.\n \n\tNOTE: No credit will be given for previous inspections accomplished on a painted surface where the fastener head was not clearly visible. \n\n\t\t2.\tPerform a detailed external visual inspection, using adequate lighting for evidence of corrosion or delamination. Inspect for small cracks, bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners. If evidence of corrosion or delamination is found, prior to further flight, perform a low frequency eddy current inspection for corrosion to determine material loss, of the entire length of the affected panel, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t3.\tRepair cracks, corrosion, and delamination prior to further flight (except as permitted by paragraph G., below), in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t\ta.\tAll upper row fasteners at the lap joint and both rows of fasteners at S-17 of any skin panel in which cracks are found, must be replaced with standard protruding head solid fasteners, in accordance with the applicable service bulletin, within 3,000 cycles following the repair. \n\n\t\t\tb.\tBlind fasteners are to be used as an interim repair only, and must be replaced with protruding head solid fasteners within 3,000 cycles following installation.\n \n\t\t\t\t(1)\tFor airplanes line number 001 through 464: Repairs installed with blind fasteners prior to November 21, 1988, must be inspected for loose or missing fasteners within 1,000 cycles after that date; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after that date. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs installed with blind fasteners prior to the effective date of this amendment, must be inspected for loose or missing fasteners within 1,000 cycles after the effective date of this amendment; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after the effective date of this amendment. \n\n\t\t\tc.\t(1)\tFor airplanes line numbers 001 through 464: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to November 21, 1988, must be inspected and verified as FAA-approved within 1,000 cycles after that date. Repairs determined not to be FAA- approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to the effective date of this amendment, must be inspected and verified as FAA-approved within 1,000 cycles after the effective date of this amendment. Repairs determined not to be FAA approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\tD.\tFor airplanes line number 001 through 291, within the next 2,250 landings or within 6 months after November 21, 1988, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, unless accomplished within the last 9,750 landings; and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first; accomplish the inspections described in paragraph F., below. If the inspections required by paragraph C., above, are repeated at intervals not to exceed 2,250 landings or 7 1/2 months, whichever occurs first, then the requirements of paragraph F., below, may be deferred until the accumulation of 7,000 landings or 24 months after November 21, 1988, whichever occurs first. \n\n\tE.\tFor airplanes line number 292 through 464, within the next 12,000 landings or 4 years after November 21, 1988, whichever occurs first, and for airplanes line number 465 through 519, within the next 12,000 landings or 4 years after the effective date of this amendment, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first, accomplish the inspections described in paragraph F., below. \n\n\tF.\tAs required by paragraphs D. and E., above, perform a detailed internal visual inspection of tearstraps (circumferential portion of the bonded waffle doubler), not mechanically fastened to the skin between BS 360 and BS 1016 two bays above and one bay below the lap joints at S-4 and S-10, and between BS 259 and BS 360 two bays above and one bay below the lap joint at S-4 for delamination and corrosion, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Adequate lighting must be used for this inspection. Inspect for bulges in the doubler, white powder or a thin black line at the edges of the doubler, and missing or dished fasteners. Check for disbond by pushing outward on the skin while attempting to insert a feeler gage between the doubler and skin. If inspection areas are obscured by sealant, dirt, etc., these areas must be cleaned. If disbond or corrosion is found, inspect entire skin panel as described above, in addition to one bay of the adjacent skin panel (above and below), and repair prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, as appropriate. \n\n\tG.\tIf corrosion found as a result of the external inspection does not exceed 10 percent of the skin thickness, reinspect for corrosion in accordance with paragraphs C.2. or I., of this AD, as appropriate, at intervals not to exceed 2,250 cycles or 6 months, whichever occurs first, until a repair is accomplished. If such corrosion exceeds 10 percent of skin thickness or if cracking is found, repair prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, for the skin along the lap joints; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, for the skin along S-17. Following such repair, resume inspections in accordance with paragraphs C.2. or I. of this AD, as appropriate. \n\n\tH.\tThe accomplishment of the following two subparagraphs constitutes terminating action for the inspections indicated: \n\n\t\t1.\ta.\tFor airplanes line number 001 through 291, accomplishment of the terminating repair at all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737- 53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, constitutes terminating action for paragraphs A., C., and F., as they apply to lap joint areas. This repair includes replacing all upper row fasteners with standard protruding head solid fasteners and assuring the tearstraps are functional 2 bays above and 1 bay below each lap joint, by the use of mechanical fasteners where disbonding of the tearstraps has occurred. \n\n\t\t\tb.\tFor airplanes line number 292 through 519, perform a detailed internal visual inspection of the tearstraps for delamination and corrosion 2 bays above and 1 bay below all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Repair delamination and corrosion in accordance with the service bulletin using mechanical fasteners, as necessary. In skin panels where delamination is detected, accomplish the lap joint modification in accordance with the service bulletin. This subparagraph constitutes terminating action for paragraph F., above. \n\n\t\t2.\tAccomplishment of the preventative modification as described in Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, constitutes terminating action for the requirements of paragraphs A., C., and F. as they apply to the skin at S-17. The repair requires using standard protruding head solid fasteners, and assuring that the tearstraps are functional one bay above and below S-17, by the use of mechanical fasteners where disbonding of the tearstraps has occurred, in accordance with the Structural Repair Manual. \n\n\tI.\tFor aircraft on which the procedures described in paragraph H.1., above, have been accomplished in accordance with Part IV, A.2., of Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Part II, B. of Boeing Service Bulletin 737-53A1039, Revision 5, dated May 25, 1989, within 15 months after accomplishment, or within 6 months after the effective date of this AD, whichever occurs later, perform an external visual inspection of the skin for corrosion and delamination at all lap joints in accordance with that service bulletin. If corrosion is found, prior to further flight, perform a low frequency eddy current inspection of the entire length of the affected panel to determine material loss. If cracks are found, prior to further flight, perform a high frequency eddy current inspection of the entire length of the affected skin panel in accordance with the service bulletin. Repair cracks, corrosion, and delamination, prior to further flight (except as permitted by paragraph G., above), in accordance with the service bulletin. Inspections are to continue at intervals not to exceed 15 months. \n\n\tJ.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tK.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAirworthiness Directive 88-22-11, Amendment 39-6059, superseded AD 87-21-08 (Amendment 39-5752) andTelegraphic AD T88-10-51 which was issued on May 4, 1988, and which superseded Telegraphic AD T88-09- 51 issued on April 29, 1988. \n\n\tThis AD revises AD 88-22-11, Amendment 39-6059. \n\tThis amendment (39-6432, AD 88-22-11 R1) becomes effective on January 31, 1990.
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