Airworthiness Directives; Boeing Model 747-100, -100B, 100B SUD, -200B, -200C, -200F, and -300 Series Airplanes; and Model 747SP and 747SR Series Airplanes, 18290-18294 [05-7156]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 70, Number 68 (Monday, April 11, 2005)]
[Rules and Regulations]
[Pages 18290-18294]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-7156]



[[Page 18290]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20915; Directorate Identifier 2005-NM-042-AD; 
Amendment 39-14053; AD 2005-08-01]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, -100B, 100B SUD, 
-200B, -200C, -200F, and -300 Series Airplanes; and Model 747SP and 
747SR Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding two existing airworthiness directives 
(ADs) that apply to certain Boeing Model 747-100, -100B, 100B SUD, -
200B, -200C, -200F, and -300 series airplanes; and Model 747SP and 
747SR series airplanes. One of those ADs currently requires inspections 
for cracked body frames, skin, and other internal structure in fuselage 
section 41; and repair of any cracked frame, skin, or other internal 
structure. For certain airplanes, the other AD currently requires 
inspections for cracked skin or loose or missing fasteners of the body 
skin between body stations 420 and 460 and between stringers S-8 and S-
12; an inspection for cracked body frames if necessary; and repair of 
any cracked frame or skin and replacement of any loose or missing 
fastener. This new AD adds inspections and removes a one-time deferral 
of an inspection. This AD is prompted by reports of large cracks common 
to fuselage frames in the upper deck area, and severed or nearly 
severed adjacent frames. We are issuing this AD to detect and correct 
fatigue cracks in the body frames, skin and other internal structure in 
fuselage section 41, which could lead to rapid decompression and loss 
of the structural integrity of the airplane.

DATES: Effective April 26, 2005.
    The incorporation by reference of Boeing Service Bulletin 747-
53A2265, Revision 7, dated January 25, 1990, is approved by the 
Director of the Federal Register as of April 26, 2005.
    On March 9, 2005 (70 FR 10485, March 4, 2005), the Director of the 
Federal Register approved the incorporation by reference of Boeing 
Alert Service Bulletin 747-53A2265, Revision 9, dated February 17, 
2005.
    We must receive any comments on this AD by June 10, 2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD.
     DOT Docket Web site: Go to https://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street SW., Nassif Building, Room PL-401, 
Washington, DC 20590.
     Fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. 
and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
    You can examine the contents of this AD docket on the Internet at 
https://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401, 
on the plaza level of the Nassif Building, Washington, DC. This docket 
number is FAA-2005-20915; the directorate identifier for this docket is 
2005-NM-042-AD.

Examining the Docket

    You can examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98055-4056; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: On May 7, 1991, we issued AD 91-11-01, 
amendment 39-6997 (56 FR 22306, May 15, 1991), for certain Boeing Model 
747 series airplanes. That AD requires repetitive inspections for 
cracking of the frame structure and skin in fuselage section 41, and 
repair, if necessary. That AD also provided for an optional terminating 
action for the repetitive inspections. We issued that AD to prevent 
such cracking, which, if not detected and corrected, could result in 
sudden decompression of the fuselage.
    On February 25, 2005, we issued AD 2005-04-51, amendment 39-13995 
(70 FR 10485, March 4, 2005). That AD applies to certain Boeing Model 
747-100B SUD, -200B, -200C, -200F, and -300 series airplanes. That AD 
requires repetitive external detailed inspections for cracked skin or 
loose or missing fasteners of the body skin between body stations (BS) 
420 and 460 inclusive and between stringers S-8 and S-12 inclusive on 
the left and right sides of the airplane, and high frequency eddy 
current (HFEC) inspection for cracked frames if necessary. That AD also 
requires repair of any cracked frame or skin and replacement of any 
loose or missing fastener. That AD was prompted by reports of large 
cracks common to fuselage frames in the upper deck area, and severed or 
nearly severed adjacent frames. The actions specified in that AD are 
intended to detect and correct fatigue cracks in the frames and body 
skin between BS 420 and 460 inclusive and between stringers S-8 and S-
12 inclusive, which could lead to severed frames, and consequent rapid 
decompression and loss of the structural integrity of the airplane.
    In the preamble to AD 2005-04-51, we indicated that the actions 
required by that AD were considered ``interim action'' and that further 
rulemaking action was being considered. We now have determined that 
further rulemaking action is indeed necessary, and this AD follows from 
that determination.

Other Relevant Rulemaking

    On May 16, 1990, we issued AD 90-06-06, amendment 39-6490 (55 FR 
8374, March 7, 1990), for certain Boeing Model 747 series airplanes. 
That AD requires incorporation of certain structural modifications. We 
issued that AD to prevent degradation in the structural capabilities of 
the affected airplanes. One of the required modifications incorporates 
a modification (reference Boeing Service Bulletin 747-53-2272, Revision 
12, dated December 22, 1988) that ends the repetitive inspections of 
certain structure required by this new AD.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 747-53A2265, 
Revision 9, dated February 17, 2005. Among other actions, the service 
bulletin describes procedures for repetitive surface HFEC inspections, 
detailed inspections, and general visual inspections for cracks in the 
body

[[Page 18291]]

frames, skin, and other internal structure in fuselage section 41; and 
related investigative and corrective actions if necessary. The related 
investigative action is a close internal and external visual inspection 
for possible related skin and frame cracks. The corrective actions 
include repairing any cracked body frames, skin, and other internal 
structure; contacting the airplane manufacturer for special repair 
instructions; or replacing any cracked part with a new part. The 
service bulletin also provides for an optional terminating action, 
which would eliminate the need for inspections of certain zones of the 
fuselage section 41.
    The service bulletin specifies that the fuselage section 41 
inspections are to be done in stages at 8,000, 10,000, 13,000, 16,000, 
and 19,000 total flight cycles (referred to as ``Flight Limits'' in the 
service bulletin). For areas that are not modified in accordance with 
Boeing Service Bulletin 747-53-2272, the service bulletin specifies 
that, after the 19,000 flight limit inspections, repetitive inspections 
are to be done at intervals between 1,000 flight cycles and 3,000 
flight cycles.
    Accomplishing the actions specified in the service information is 
intended to adequately address the unsafe condition.

FAA's Determination and Requirements of This AD

    The unsafe condition described previously is likely to exist or 
develop on other airplanes of the same type design. This AD is being 
issued to supersede ADs 91-11-01 and 2005-04-51. This new AD retains 
certain requirements of the existing ADs. This new AD adds inspections, 
and removes a one-time deferral of an inspection of the right side of 
the upper deck at body stations 340 to 400. The actions are required to 
be done in accordance with the service information described 
previously, except as discussed under ``Differences Between the AD and 
the Service Bulletin.''

Differences Between This AD and the Service Bulletin

    For Group 7 airplanes that have accumulated 8,000 or more total 
flight cycles, the service bulletin does not specify a grace period for 
the new 8,000 total flight-cycle internal detailed inspection between 
BS 420 and 460 inclusive. This AD specifies a compliance time of prior 
to the accumulation of 8,750 total flight cycles or within 50 flight 
cycles after the effective date of this AD; whichever occurs later. 
This compliance time represents an appropriate interval of time for 
affected airplanes to continue to operate without compromising safety.
    For Group 2 and Group 7 through 11 airplanes, the service bulletin 
does not specify a grace period for the 10,000 total flight cycle 
internal detailed inspection at BS 440 through 520 inclusive. For Group 
2 airplanes, this AD specifies a compliance time of prior to the 
accumulation of 10,000 total flight cycles, or within 1,000 flight 
cycles after the effective date of this AD, whichever occurs later. For 
Group 7 through 11 airplanes, this AD specifies a compliance time of 
prior to the accumulation of 10,000 total flight cycles, or within 50 
flight cycles after the effective date of this AD, whichever occurs 
later. These compliance times represent an appropriate interval of time 
for affected airplanes to continue to operate without compromising 
safety.
    The service bulletin also does not specify a grace period for the 
repetitive supplemental detailed and HFEC inspections between BS 420 
and 460 inclusive. For airplanes that have accumulated 8,000 or more 
total flight cycles, this AD specifies a compliance time of within 750 
flight cycles after the last inspection required by paragraph (f) of 
this AD; or within 50 flight cycles after the effective date of this 
AD; whichever occurs later. For airplanes that have accumulated less 
than 8,000 total flight cycles, this AD specifies a compliance time of 
within 1,000 flight cycles after accomplishing the initial inspection 
required by paragraph (l) of this AD. These compliance times represent 
an appropriate interval of time for affected airplanes to continue to 
operate without compromising safety.
    The service bulletin allows operators to determine the number of 
landings as equal to the number of pressurization cycles where the 
cabin differential pressure was greater than 2.0 pounds per square inch 
(psi). However, this AD does not include this provision. We do not 
consider it appropriate to include various provisions in an AD 
applicable to a single operator's unique use of an affected airplane. 
Paragraph (t) of this AD provides for operators' requests for approval 
of alternative methods of compliance to address these types of unique 
circumstances.
    The service bulletin specifies that you may contact the 
manufacturer for instructions on how to repair certain conditions, but 
this AD requires you to repair those conditions in one of the following 
ways:
     Using a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by an Authorized Representative 
for the Boeing Delegation Option Authorization Organization whom we 
have authorized to make those findings.
    The differences described above have been coordinated with Boeing.

Change to Existing ADs

    This AD would retain certain requirements of AD 91-11-01 and AD 
2005-04-51. Since AD 91-11-01 was issued, the AD format has been 
revised, and certain paragraphs have been rearranged. As a result, the 
corresponding paragraph identifiers from AD 91-11-01 have changed in 
this AD, as listed in the following table:

               AD 91-11-01--Revised Paragraph Identifiers
------------------------------------------------------------------------
                                            Corresponding requirement in
        Requirement in AD 91-11-01                     this AD
------------------------------------------------------------------------
paragraph (a).............................  paragraph (f).
paragraph (b).............................  paragraph (h).
paragraph (d).............................  paragraph (g).
paragraph (e).............................  paragraph (i).
------------------------------------------------------------------------

    We also revised the wording in paragraph (i) of the final rule 
(paragraph (e) in AD 91-11-01). For structure that has been replaced 
with new structure during previous airplane modification/repair, 
inspection thresholds are measured from the time of replacement of that 
structure. To clarify that this is the intent of paragraph (i) of the 
final rule, we revised the phrase ``for structure that has been 
installed during previous airplane modification/repair * * *'' from 
paragraph (e) of AD 91-11-01 to say, ``for structure that has been 
replaced with new structure during previous airplane modification/
repair. * * *''
    In addition, the corresponding paragraph identifiers from AD 2005-
04-51 have changed in this AD, as listed in the following table:

              AD 2005-04-51--Revised Paragraph Identifiers
------------------------------------------------------------------------
                                            Corresponding requirement in
       Requirement in AD 2005-04-51                    this AD
------------------------------------------------------------------------
paragraph (f).............................  paragraph (j).
paragraph (g).............................  paragraph (k).
paragraph (h).............................  paragraph (s).
------------------------------------------------------------------------

FAA's Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD; therefore, providing notice and opportunity for public comment 
before the AD is issued is impracticable, and good cause exists to make 
this AD effective in less than 30 days.

[[Page 18292]]

Comments Invited

    This AD is a final rule that involves requirements that affect 
flight safety and was not preceded by notice and an opportunity for 
public comment; however, we invite you to submit any relevant written 
data, views, or arguments regarding this AD. Send your comments to an 
address listed under ADDRESSES. Include ``Docket No. FAA-2005-20915; 
Directorate Identifier 2005-NM-042-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the AD. We will consider 
all comments received by the closing date and may amend the AD in light 
of those comments.
    We will post all comments we receive, without change, to https://
dms.dot.gov including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this AD. Using the search function of our docket 
Web site, anyone can find and read the comments in any of our dockets, 
including the name of the individual who sent the comment (or signed 
the comment on behalf of an association, business, labor union, etc.). 
You can review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78), or you can visit 
https://dms.dot.gov.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
subtitle VII, part A, subpart III, section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD will not have a 
substantial direct effect 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.
    For the reasons discussed above, I certify that the 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. 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD. See the ADDRESSES section for a location to 
examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends part 39 of the Federal Aviation Regulations (14 CFR part 
39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by removing amendment 39-6997 (56 FR 
22306, May 15, 1991), and amendment 39-13995 (70 FR 10485, March 4, 
2005), and adding the following new airworthiness directive (AD):

2005-08-01 Boeing: Docket No. FAA-2005-20915; Directorate Identifier 
2005-NM-042-AD; Amendment 39-14053.

Effective Date

    (a) This AD becomes effective April 26, 2005.

Affected ADs

    (b) This AD supersedes AD 91-11-01, amendment 39-6997, and AD 
2005-04-51, amendment 39-13995.

Applicability

    (c) This AD applies to Boeing Model 747-100, -100B, -100B SUD, -
200B, -200C, -200F, and -300 series airplanes; and Model 747SP and 
747SR series airplanes; certificated in any category; as identified 
in Boeing Alert Service Bulletin 747-53A2265, Revision 9, dated 
February 17, 2005.

Unsafe Condition

    (d) This AD was prompted by reports of large cracks common to 
fuselage frames in the upper deck area, and severed or nearly 
severed adjacent frames. We are issuing this AD to detect and 
correct fatigue cracks in the body frames, skin and other internal 
structure in fuselage section 41, which could lead to rapid 
decompression and loss of the structural integrity of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Requirements of AD 91-11-01

Existing Repetitive Inspections and Corrective Actions

    (f) Within the next 500 flight cycles after June 24, 1991 (the 
effective date of AD 91-11-01), or prior to accumulating the flight 
limit specified in Boeing Drawing 624U0001, Sheet 3, Revision A, 
dated December 14, 1989, whichever occurs later, accomplish the 
flight limit inspection contained in Boeing Service Bulletin 747-
53A2265, Revision 7, dated January 25, 1990. The inspections 
required by this paragraph consist of flight limit inspections at 
8,000, 10,000, 13,000, 16,000, and 19,000 total flight cycles and 
repetitive inspections after the flight limit inspections. Do these 
inspections at intervals not to exceed those specified in the 
drawing, except as provided by paragraph (g) of this AD. As of the 
effective date of this AD, the inspections identified in Revision 7 
of the service bulletin must be done in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2265, Revision 9, dated February 17, 2005.
    (g) For Model 747SR series airplanes: Based on continued mixed 
operation of lower cabin differentials, the flight limit and 
repetitive inspection intervals specified in paragraph (f) of this 
AD may be multiplied by a 1.2 adjustment factor for the next 
inspection required by that paragraph after the effective date of 
this AD. Subsequent inspections identified in Boeing Service 
Bulletin 747-53A2265, Revision 7, dated January 25, 1990, must be 
done at the intervals specified in Revision 9 of Boeing Alert 
Service Bulletin 747-53A2265, dated February 17, 2005 (the 1.2 
adjustment factor is not allowed in any subsequent inspections).
    (h) If any cracking is found during any inspection required by 
paragraph (f) of this AD: Prior to further flight, repair in 
accordance with FAA-approved procedures. Concurrent with performing 
any repair, visually inspect adjacent structures in accordance with 
Section III of Boeing Service Bulletin 747-53A2265, Revision 7, 
dated January 25, 1990; and before further flight, repair any cracks 
in accordance with FAA-approved procedures. After the effective date 
of this AD, the actions must be done in accordance with paragraph 
(q) of this AD.
    (i) For structure that has been replaced with new structure 
during previous airplane modification/repair, the inspection 
thresholds referenced in paragraph (f) of this

[[Page 18293]]

AD are measured from the time of replacement of that structure.

Requirements of AD 2005-04-51

Repetitive External Detailed Inspections

    (j) For Boeing Model 747-100B SUD, -200C, -200F, and -300 series 
airplanes, line numbers 1 through 685 inclusive; and Boeing Model 
747-200B series airplanes, line numbers 271, 276, 336, 344, 369, 
389, 397, 474, 491, 518, 521, and 539: Before the accumulation of 
8,000 total flight cycles, or within 10 flight cycles after March 9, 
2005 (the effective date of AD 2005-04-51), whichever occurs later, 
do an external detailed inspection for cracked skin or loose or 
missing fasteners of the body skin between BS 420 and 460 inclusive 
and between stringers S-8 and S-12 inclusive on the left and right 
sides of the airplane. Repeat the external detailed inspection 
thereafter at intervals not to exceed 25 flight cycles until the 
initial high frequency eddy current (HFEC) inspection required by 
paragraph (k), (n), or (o) of this AD is done.

    Note 1: For the purposes of this AD, a detailed inspection is: 
``An intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
mirror, magnifying lenses, etc., may be necessary. Surface cleaning 
and elaborate procedures may be required.''

Corrective Actions

    (k) If any cracked skin or loose or missing fastener is detected 
during any external detailed inspection required by paragraph (j) of 
this AD, before further flight, do an internal surface HFEC 
inspection for cracks in the frames between BS 420 and 460 inclusive 
and between stringers S-8 and S-12 inclusive on the left and right 
sides of the airplane, in accordance with paragraph 2. and Notes 2 
and 3 of Figure 17 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 747-53A2265, Revision 9, dated February 17, 
2005, except as provided by Note 1 of Figure 17 of the service 
bulletin. Accomplishing the surface HFEC inspection ends the 
repetitive inspections required by paragraph (j) of this AD.
    (1) If no cracked frame is found, before further flight, repair 
the cracked skin and replace the loose or missing fasteners with new 
fasteners, as applicable, in accordance with a method approved by 
the Manager, Seattle Aircraft Certification Office (ACO), FAA; or in 
accordance with data meeting the certification basis of the airplane 
approved by an Authorized Representative (AR) for the Boeing 
Delegation Option Authorization (DOA) Organization who has been 
authorized by the Manager, Seattle ACO, to make those findings. For 
a repair method to be approved, the repair must meet the 
certification basis of the airplane, and the approval must 
specifically reference this AD.
    (2) If any cracked frame is found, before further flight, repair 
the cracked frame and skin and replace the loose or missing 
fasteners with new fasteners, as applicable, in accordance with a 
method approved by the Manager, Seattle ACO, FAA; or in accordance 
with data meeting the certification basis of the airplane approved 
by an AR for the Boeing DOA Organization who has been authorized by 
the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically reference this 
AD.

New Requirements of This AD

8,000 Total Flight-Cycle (Flight Limit) Detailed Inspection Between 
BS 420 and 460 Inclusive

    (l) For Group 1 through 11 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2265, Revision 9, dated February 17, 2005: 
At the time specified in paragraph (l)(1), (l)(2), or (l)(3) of this 
AD, as applicable; do an internal detailed inspection for cracks of 
the left and right side body frames and adjacent skin between BS 420 
and 460 inclusive and between stringers S-8 and S-12 inclusive, in 
accordance with the Figures 11 through 16, as applicable, of the 
Accomplishment Instructions of the service bulletin. Accomplishment 
of the 10,000 total flight-cycle (flight limit) inspection required 
by paragraphs (f) and (m) of this AD, or the initial inspection 
required by paragraph (o) of this AD, as applicable, is considered 
acceptable for compliance with the requirements of this paragraph.

    Note 2: For Groups 1, 3 through 6, and 8 through 11 airplanes, 
the 8,000 total flight-cycle detailed inspection in paragraph (l) of 
this AD is a new flight limit inspection in addition to those 
inspections specified in paragraph (f) of this AD. For Groups 2 and 
7 airplanes, the 8,000 total flight-cycle inspection in paragraph 
(l) of this AD is an addition to the existing 8,000 total flight-
cycle (flight limit) inspection.

    (1) For Group 1 through 6 airplanes: Before the accumulation of 
8,000 total flight cycles, or within 2,000 flight cycles after the 
effective date of this AD, whichever occurs later.
    (2) For Group 7 through 11 airplanes that have accumulated less 
than 8,000 total flight cycles as of the effective date of this AD: 
Before the accumulation of 8,000 total flight cycles, or within 750 
flight cycles after the effective date of this AD, whichever occurs 
later.
    (3) For Group 7 through 11 airplanes that have accumulated 8,000 
or more total flight cycles as of the effective date of this AD: 
Before the accumulation of 8,750 total flight cycles, or within 50 
flight cycles after the effective date of this AD, whichever occurs 
later.

10,000 Total Flight-Cycle (Flight Limit) Detailed Inspection 
Between BS 440 and 520 Inclusive

    (m) For Group 1 through 11 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2265, Revision 9, dated February 17, 2005: 
At the time specified in paragraph (m)(1) or (m)(2) of this AD, as 
applicable, do an internal detailed inspection for cracks of the 
left and right side body frames and adjacent skin/tear straps 
between BS 440 and 520 inclusive and between stringers S-6 and S-12 
inclusive, in accordance with Figures 11 through 16, as applicable, 
of the Accomplishment Instructions of the service bulletin. 
Accomplishment of the 13,000 total flight-cycle (flight limit) 
inspection required by paragraph (f) of this AD is considered 
acceptable for compliance with the requirements of this paragraph.

    Note 3: For Group 1 through 11 airplanes, the 10,000 total 
flight-cycle detailed inspection in paragraph (m) of this AD is in 
addition to the existing 10,000 total flight-cycle (flight limit) 
inspection.

    (1) For Group 1 through 6 airplanes: Before the accumulation of 
10,000 total flight cycles, or within 1,000 flight cycles after the 
effective date of this AD, whichever occurs later.
    (2) For Group 7 through 11 airplanes: Before the accumulation of 
10,000 total flight cycles, or within 50 flight cycles after the 
effective date of this AD, whichever occurs later.

Repetitive HFEC Inspections Between BS 420 and 460 Inclusive

    (n) For Group 7 through 11 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2265, Revision 9, dated February 17, 2005: 
At the time specified in paragraph (n)(1) or (n)(2) of this AD, as 
applicable; do an internal surface HFEC inspection for cracks of the 
left and right side body frames between BS 420 and 460 inclusive and 
between stringers S-8 and S-12 inclusive, in accordance with Figures 
12 through 16, as applicable, of the Accomplishment Instructions of 
the service bulletin. Repeat the inspection thereafter at intervals 
not to exceed the applicable flight limits specified in the 
Accomplishment Instructions of the service bulletin. Accomplishment 
of the initial inspection required by paragraph (o) of this AD is 
considered acceptable for compliance with the initial inspection 
required by this paragraph.

    Note 4: For Group 7 through 11 airplanes, the HFEC inspection in 
paragraph (n) of this AD is an addition to each of the flight limit 
inspections.

    (1) For airplanes that have accumulated less than 8,000 total 
flight cycles as of the effective date of this AD: Do the inspection 
prior to the accumulation of 8,000 total flight cycles, or within 
750 flight cycles after the effective date of this AD, whichever 
occurs later.
    (2) For airplanes that have accumulated 8,000 or more total 
flight cycles as of the effective date of this AD: Do the inspection 
prior to the accumulation of 8,750 total flight cycles, or within 50 
flight cycles after the effective date of this AD, whichever occurs 
later.

Repetitive Supplemental Detailed and HFEC Inspections Between BS 
420 and 460 Inclusive

    (o) For Group 7 through 11 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2265, Revision 9, dated February 17, 2005: 
At the applicable times specified in paragraphs (o)(1) and (o)(2) of 
this AD, do internal detailed and surface HFEC

[[Page 18294]]

inspections for cracks of the body frames and adjacent skin between 
BS 420 and 460 inclusive and between stringers S-8 and S-12 
inclusive, in accordance with Figure 17 of the Accomplishment 
Instructions of the service bulletin. Repeat the inspections 
thereafter at intervals not to exceed 1,000 flight cycles until the 
next flight limit inspection required by paragraph (n) of this AD; 
and after each flight limit inspection, repeat the inspections 
required by this paragraph thereafter at intervals not to exceed 
1,000 flight cycles until the next flight limit inspection; except 
as provided by paragraph (p) of this AD.

    Note 5: For Group 7 through 11 airplanes, the supplemental 
detailed and HFEC inspections in paragraph (o) of this AD are 
inspections to be done in between the flight limit inspections.

    (1) For airplanes on which any inspection required by paragraph 
(f) of this AD has been done as of the effective date of this AD: Do 
the inspections at the later of the times specified in paragraphs 
(o)(1)(i) and (o)(1)(ii) of this AD.
    (i) Within 750 flight cycles after the last inspection required 
by paragraph (f) of this AD.
    (ii) Within 50 flight cycles after the effective date of this 
AD.
    (2) For airplanes on which any inspection required by paragraph 
(f) of this AD has not been done as of the effective date of this 
AD: Within 1,000 flight cycles after doing any inspection required 
by paragraph (l) of this AD.
    (p) In lieu of performing the repetitive detailed and surface 
HFEC inspections required by paragraph (o) of this AD at intervals 
not to exceed 1,000 flight cycles: Perform an internal detailed 
inspection for cracks of the body frame and adjacent skin between BS 
420 and 460 inclusive and between stringers S-8 and S-12 inclusive, 
in accordance with Figure 17 of the Accomplishment Instructions of 
the service bulletin, at intervals not to exceed 750 flight cycles. 
Operators may alternate the inspection methods provided that the 
corresponding repetitive inspection interval is not exceeded.

Corrective Action

    (q) If any crack is found during any inspection required by 
paragraph (l) through (p) of this AD, before further flight, do the 
related investigative and corrective actions in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2265, Revision 9, dated February 17, 2005, except as provided by 
paragraph (r) of this AD.
    (r) Where Boeing Alert Service Bulletin 747-53A2265, Revision 9, 
dated February 17, 2005, specifies to contact Boeing for appropriate 
action: Before further flight, repair the cracked part in accordance 
with a method approved by the Manager, Seattle ACO, FAA; or in 
accordance with data meeting the certification basis of the airplane 
approved by an AR for the Boeing DOA who has been authorized by the 
Manager, Seattle ACO, to make those findings. For a repair method to 
be approved, the repair must meet the certification basis of the 
airplane, and the approval must specifically reference this AD.

Terminating Action for Modified Structure Only

    (s) Modification in accordance with Boeing Service Bulletin 747-
53-2272, dated January 12, 1987, through Revision 18, dated May 16, 
2002, prior to the effective date of this AD, constitutes 
terminating action for the requirements of paragraphs (f), (j), and 
(l) through (p) of this AD for modified structure only. As of the 
effective date of this AD, the modification must be done in 
accordance with Boeing Service Bulletin 747-53-2272, Revision 18, 
dated May 16, 2002.

    Note 6: Paragraph H of AD 91-11-01, amendment 39-6997, refers to 
Boeing Service Bulletin 747-53-2272, dated January 12, 1987, as the 
appropriate source of service information for accomplishing the 
optional terminating action in that AD. AD 90-06-06, amendment 39-
6490, refers to Boeing Service Bulletin 747-53-2272, Revision 12, 
dated December 22, 1988; or earlier revisions; as an appropriate 
source of service information for accomplishing the mandatory 
terminating action in that AD.

Alternative Methods of Compliance (AMOCs)

    (t)(1) The Manager, Seattle ACO, FAA, has the authority to 
approve AMOCs for this AD, if requested in accordance with the 
procedures found in 14 CFR 39.19.
    (2) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an AR 
for the Boeing DOA Organization who has been authorized by the 
Manager, Seattle ACO, to make those findings. For a repair method to 
be approved, the repair must meet the certification basis of the 
airplane, and the approval must specifically refer to this AD.
    (3) AMOCs approved previously according to ADs 91-11-01 or 2005-
04-51 are approved as AMOCs for the corresponding requirements of 
this AD.

Material Incorporated by Reference

    (u) You must use Boeing Service Bulletin 747-53A2265, Revision 
7, dated January 25, 1990; and Boeing Alert Service Bulletin 747-
53A2265, Revision 9, dated February 17, 2005; as applicable; to 
perform the actions that are required by this AD, unless the AD 
specifies otherwise.
    (1) The incorporation by reference of Boeing Service Bulletin 
747-53A2265, Revision 7, dated January 25, 1990, is approved by the 
Director of the Federal Register in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 747-53A2265, Revision 9, dated February 17, 2005, was 
approved previously by the Director of the Federal Register as of 
March 9, 2005 (70 FR 10485, March 4, 2005).
    (3) To get copies of the service information, contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. 
To view the AD docket, go to the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street SW., room PL-401, 
Nassif Building, Washington, DC. To review copies of the service 
information, go to the National Archives and Records Administration 
(NARA). For information on the availability of this material at the 
NARA, call (202) 741-6030, or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/ibr_
locations.html.

    Issued in Renton, Washington, on April 1, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-7156 Filed 4-8-05; 8:45 am]
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