AD/B737/336 Amdt 1 Fuselage Upper Frame to Side Frame Splice (Cth)

AIRWORTHINESS DIRECTIVE

On the effective date specified below, and for the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/B737/336 and issues the following AD under subregulation 39.001(1) of CASR 1998.  The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.

Boeing 737 Series Aeroplanes

AD/B737/336 Amdt 1 Fuselage Upper Frame to Side Frame Splice 2/2009

Applicability:

Model 737-100, -200, -200C, -300, -400, and -500 series aircraft; as identified in Boeing Alert Service Bulletin 737-53A1261 dated 19 January 2006, or later FAA approved revision.

Requirement:

Action in accordance with the technical requirements of FAA AD 2008-13-12 R1 Amdt 39-15719.

Note:  Boeing Alert Service Bulletin 737-53A1261 dated 19 January 2006, or later revision approved as an FAA AMOC, refers.

Corrective actions (repairs or repeat inspections) that are approved on an FAA form 8100-9 and approved by the Manager, Seattle Aircraft Certification Office or delegate, as an Alternative Method of Compliance (AMOC) to the requirements of FAA AD 2008-13-12, or later revision, may be carried out without the need to obtain an exclusion from CASA from this Directive.

Compliance:

As specified in the Requirement document, with a revised effective date of
15 January 2009.

This Amendment becomes effective on 12 February 2009.

Background:

The FAA received a report that the upper frame of the fuselage was severed between stringers S-13L and S-14L at station 747; and the adjacent frame at station 767 had a 1.3-inch long crack at the same stringer location.  Undetected fatigue cracking of the upper frame to side frame splice of the fuselage, could result in reduced structural integrity of the frame and adjacent lap joint.

Amendment 1 is issued in response to a revision of the related FAA AD, which adds an optional terminating action to the requirements of the AD.  Also, this amendment allows the use of an FAA approved AMOC to the requirements of this Directive.

David Villiers
Delegate of the Civil Aviation Safety Authority

5 December 2008