65-15-02\tBOEING: Amdt. 39-104 Part 39 Federal Register July 2, 1965. Applies to Models 707 and 720 Series Aircraft Listed in Boeing Service Bulletin No. 1822 (R-2). \n\n\tCompliance required as indicated. \n\n\tFatigue cracks have occurred in the lower flanges and web of the outboard flap center carriage, and at the aft attachment of the cam (cove lip door up latch roller cam) to the lower flange on one carriage half. Complete rupture of a carriage can cause the loss of a flap in flight. The Boeing part numbers of the affected parts are listed in Table I of Boeing Service Bulletin No. 1822 (R-2). To preclude the loss of a flap in flight, accomplish the following: \n\n\t(a)\tUnless previously modified in accordance with Boeing Service Bulletins Nos. 1822 (R-1) and 1822 (R-1)A or Boeing Service Bulletins Nos. 1535 and 1882 and Boeing Drawing 65- 37509, inspect for crack in flap carriages of the inboard and outboard flaps in accordance with Boeing Service Bulletin No. 1822 (R-2), subparagraphs 3. Part I b. (1), (2), and (3) as follows: \n\n\t\t(1)\tWithin the next 25 landings after the effective date of this AD for flap carriages installed on aircraft for 4,000 or more landings on the effective date of this AD, and before the accumulation of 4,025 landings for flap carriages installed on aircraft for less than 4,000 landings on the effective date of this AD, unless already accomplished within the last 175 landings. \n\n\t\t(2)\tConduct repetitive inspections on the following carriages at intervals not to exceed 200 landings from the last inspection: \n\n\t\t\t(i)\tThe center carriages on outboard flaps of 707-100, -100B, -200, -300, - 300B, -300C, and -400, and 720 and 720B Series aircraft. \n\n\t\t\t(ii)\tThe center carriages on inboard flaps of 707-100, -100B, -200, 720 Series and 720B Series aircraft. \n\n\tNOTE: The repeat inspection is not required on any end carriages. \n\n\t(b)\tIf cracks are found, replace the carriage or rework it in accordance with the rework instructions in Part II of Paragraph 3, Boeing Service Bulletin No. 1822 (R-2) before further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair may be made subject to the limitations specified in subparagraphs 3. Part I b. (4)(a) through (g) of Boeing Service Bulletin No. 1822 (R-2). If end carriages are cracked, approval of the special flight permit shall be coordinated with the Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each aircraft's hours' time in service by the operators' fleet average time from takeoff to landing for the aircraft type.\n \n\t(d)\tOn all aircraft having flap carriage drain holes previously reworked in accordance with Boeing Service Bulletins Nos. 1822 (R-1) and 1822 (R-1)A, accomplish the following: \n\n\t\t(1)\tWithin the next 250 hours' time in serviceafter the effective date of this AD, unless already accomplished, perform a one-time dye penetrant, eddy current, or FAA-approved equivalent inspection of the area surrounding reworked drain holes to ensure that no cracks have developed. \n\n\t\t(2)\tIf cracks are found, replace the carriage or rework it in accordance with (b) of this AD. \n\n\t(e)\tThe repetitive inspections specified in (a)(2) may be discontinued when the rework specified in Part II of paragraph 3. of Boeing Service Bulletin No. 1822 (R-2) is accomplished.\n \n\t(f)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to allow compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tThis supersedes AD 64-18-02.\n \n\tThis directive effective August 1, 1965.