# AD 89-08-03 R1: Crease Beam - Type: Airworthiness directive - Status: Current - Products: Boeing 747-100 Series, 747-100B Series, 747-100B SUD Series, 747-200B Series, 747-200C Series, 747-200F Series, 747-300 Series, 747-400 Series, 747-400D Series, 747-400F Series, 747SP Series and 747SR Series - Effective: November 3, 1989 - Superseded by: Nothing supersedes this AD - Product type: Aircraft, Large airplane - Amendment: 39-6389 - Docket: 89-NM-104-AD - Registered aircraft: 63 may be affected, by airframe or engine model (OpenAirDocs) - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/9D57799559DE17588625695A0070FEB4.0001 - DRS record last changed: May 30, 2024 - Page: https://openairdocs.org/ad/89-08-03-R1 ## The airworthiness directive 89-08-03 R1 BOEING: Amendment 39-6183 as revised by Amendment 39-6389. Docket No. 89-NM-104-AD. Applicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53-2297, dated June 30, 1988, certificated in any category, except line number 001 through 065. Compliance: Required as indicated, unless previously accomplished. To prevent depressurization as a result of failure of the crease beam and resultant adjacent frame failure, accomplish the following: A. For airplanes not modified in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988, or Boeing Service Bulletin 747-53-2244, dated September 20, 1985. 1. Perform detailed visual and dye penetrant inspections of the body crown crease beam for cracks, from BS 940 to BS 1000 and from stringers S-8L to S-8R, at the times specified in the table below, in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988. In addition, perform a detailed visual inspection for cracks in all adjacent intercostals, skins (internal and external), and stringers in the same area, in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988. For Unmodified Airplanes: Accumulated landings as of effective date of AD Initial Compliance Period for Paragraph A. of this AD 13,000 or more Within 1,000 landings after the effective date of this AD. Between 7,500 and 13,000 Within 2,500 landings after the effective date of this AD, but not to exceed 14,000 total landings on the airplane. 7,500 or less Prior to accumulation of 10,000 landings. 2. If no cracks are found, repeat the detailed visual and penetrant inspections required by paragraph A.1., above, at intervals not to exceed 6,000 landings. 3. If cracks are found, repair in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988, prior to further flight, except as noted in paragraph A.4, below. 4. Repair of cracks less than 1.5 inches:If there are no more than three cracks in the web and no more than three cracks in any one flange of the outer tee chord, repair of the crease beam crack may be deferred for up to 1,500 landings by stop-drilling crack ends in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988, and repeating the detailed visual and penetrant inspection required by paragraph A.1., above, at intervals not to exceed 250 landings until repair in accordance with paragraph A.3., above, is accomplished. 5. Prior to the accumulation of 6,000 landings after a repair and thereafter at intervals not to exceed 6,000 landings, perform the detailed visual and penetrant inspections for cracks required by paragraph A., above, including any crease beam area where cracks were found. Before further flight, repair any additional cracks found, in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. B. For airplanes thathave been modified in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988, or Boeing Service Bulletin 747-53-2244, dated September 20, 1985: Prior to the accumulation of 10,000 landings after the modification, or within the next 500 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 6,000 landings, perform the body crown crease beam detailed visual and penetrant inspections for cracks as required by paragraph A., above. If cracks are found, prior to further flight, repair in accordance with Boeing Service Bulletin 747-53-2297, dated June 30, 1988. C. An 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any commentsand then send it to the Manager, Seattle Aircraft Certification Office. D. Special 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. All 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 the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This AD revises AD 89-08-03 (Amendment 39-6183) which became effective on May 8, 1989. This amendment (39-6389, AD 89-08-03 R1) becomes effective on November 3, 1989. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS A20WE](https://openairdocs.org/tcds/A20WE): The Boeing Company; names 12 of 14 models: 747-100B Series, 747SP Series, 747-400D Series, 747-400F Series, 747-200B Series, 747-200F Series, 747-300 Series, 747-200C Series… ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 63 (63 by airframe model, 0 by engine model) - Makers: Boeing 63 Models with the most aircraft: - [Boeing 747-446](https://openairdocs.org/model/boeing-747-446): 10 aircraft (airframe model) - [Boeing 747-422](https://openairdocs.org/model/boeing-747-422): 8 aircraft (airframe model) - [Boeing 747-412](https://openairdocs.org/model/boeing-747-412): 5 aircraft (airframe model) - [Boeing 747-400F](https://openairdocs.org/model/boeing-747-400f): 4 aircraft (airframe model) - [Boeing 747-409](https://openairdocs.org/model/boeing-747-409): 4 aircraft (airframe model) - [Boeing 747-481F](https://openairdocs.org/model/boeing-747-481f): 3 aircraft (airframe model) - [Boeing 747-409F](https://openairdocs.org/model/boeing-747-409f): 3 aircraft (airframe model) - [Boeing 747-481](https://openairdocs.org/model/boeing-747-481): 3 aircraft (airframe model) - [Boeing 747-428F](https://openairdocs.org/model/boeing-747-428f): 3 aircraft (airframe model) - [Boeing 747-123](https://openairdocs.org/model/boeing-747-123): 2 aircraft (airframe model) - [Boeing 747-251F](https://openairdocs.org/model/boeing-747-251f): 2 aircraft (airframe model) - [Boeing 747-443](https://openairdocs.org/model/boeing-747-443): 2 aircraft (airframe model) - [Boeing 747-438](https://openairdocs.org/model/boeing-747-438): 2 aircraft (airframe model) - [Boeing 747-428](https://openairdocs.org/model/boeing-747-428): 2 aircraft (airframe model) - [Boeing 747-257B](https://openairdocs.org/model/boeing-747-257b): 1 aircraft (airframe model) - [Boeing 747-283B](https://openairdocs.org/model/boeing-747-283b): 1 aircraft (airframe model) - [Boeing 747-121](https://openairdocs.org/model/boeing-747-121): 1 aircraft (airframe model) - [Boeing 747-131](https://openairdocs.org/model/boeing-747-131): 1 aircraft (airframe model) - [Boeing 747-128](https://openairdocs.org/model/boeing-747-128): 1 aircraft (airframe model) - [Boeing 747-273C](https://openairdocs.org/model/boeing-747-273c): 1 aircraft (airframe model) All 24 models: https://openairdocs.org/ad/89-08-03-R1/models.md Every aircraft: https://openairdocs.org/ad/89-08-03-R1/aircraft.md Its text cites no advisory circulars or STCs. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.