Airworthiness Directives; Boeing Model 747 Airplanes, 28803-28806 [05-9880]
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Federal Register / Vol. 70, No. 96 / Thursday, May 19, 2005 / Rules and Regulations
Service Bulletin 747–53–2485, dated January
8, 2004, at the later of the times specified in
paragraphs (h)(1)(i) and (h)(1)(ii) of this AD.
(i) Within 72 months after the stop support
fitting of MED 3 was replaced.
(ii) Within 18 months after the effective
date of this AD.
(2) If any stop support fitting, 2L through
6L and 2R through 6R, of MED 3, cannot be
determined conclusively by reviewing
airplane maintenance records that the fitting
was not replaced, within 18 months after the
effective date of this AD, perform a one-time
HFEC inspection to determine the material
type of the stop support fitting, in accordance
with the Accomplishment Instructions of
Boeing Special Attention Service Bulletin
747–53–2485, dated January 8, 2004.
(i) For airplanes having line numbers 831
through 1301 inclusive: At the later of the
times specified in paragraphs (i)(1) and (i)(2)
of this AD, perform a one-time HFEC
inspection to determine the material type of
the stop support fittings of MED 3 in
accordance with the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 747–53–2485, dated January
8, 2004.
(1) Before 72 months since the date of
issuance of the original Airworthiness
Certificate or the date of issuance of the
original Export Certificate of Airworthiness.
(2) Within 18 months after the effective
date of this AD.
No Further Action
(j) If, during any HFEC inspection required
by paragraph (h) or (i) of this AD, any fitting
is found to be made of 7075–T73 or 7050–
T7451 material, no further action is required
by this AD for that fitting; however,
paragraph (l) of this AD still applies.
Initial and Repetitive Inspections for
Cracking and Corrective Action
(k) If, during any HFEC inspection required
by paragraph (h) or (i) of this AD, any fitting
is found not to be made of 7075–T73 or
7050–T7451 material, before further flight,
perform a detailed inspection for cracks of
the fitting in accordance with the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 747–53–
2485, dated January 8, 2004.
(1) If no crack is detected, repeat the
detailed inspection specified in paragraph (k)
of this AD thereafter at intervals not to
exceed 36 months or 2,000 flight cycles,
whichever comes first. Doing the
replacement specified in paragraph (k)(2) of
this AD ends the repetitive inspections for
the replaced fitting.
(2) If any crack is detected, before further
flight, replace the fitting with a fitting made
of 7075–T73 or 7050–T7451 material in
accordance with the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 747–53–2485, dated January
8, 2004. No further action is required by this
AD for that fitting; however, paragraph (l) of
this AD still applies.
Parts Installation
(l) As of the date specified in paragraph
(l)(1) or (l)(2) of this AD, as applicable, no
person shall install on any airplane a stop
support fitting of the MEDs made from either
7079–T651 or 7075–T651 material.
(1) For airplanes having line numbers 1
through 830 inclusive: As of January 25,
1999.
(2) For airplanes having line numbers 831
through 1301 inclusive: As of the effective
date of this AD.
Alternative Methods of Compliance
(AMOCs)
(m)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19.
(2) AMOCs, approved previously per AD
98–26–13, amendment 39–10954, are
approved as AMOCs with paragraph (f) or (g)
of this AD, as applicable. However, any stop
support fitting, 2L through 6L and 2R
through 6R, of MED 3 that was replaced is
still required to be inspected as required in
paragraph (h) of this AD.
Material Incorporated by Reference
(n) You must use the service information
that is specified in Table 1 of this AD to
perform the actions that are required by this
AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register
approves the incorporation by reference of
Boeing Service Bulletin 747–53–2358,
Revision 1, dated April 19, 2001; and Boeing
Special Attention Service Bulletin 747–53–
2485, dated January 8, 2004; in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
(2) The Director of the Federal Register
previously approved the incorporation by
reference of Boeing Service Bulletin 747–53–
2358, dated August 26, 1993, as of January
25, 1999 (63 FR 70316, December 21, 1998).
(3) To get copies of the service information,
go to 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.
TABLE 1.—MATERIAL INCORPORATED BY REFERENCE
Service bulletin
Revision level
Boeing Service Bulletin 747–53–2358 ....................................................................................................
Boeing Service Bulletin 747–53–2358 ....................................................................................................
Boeing Special Attention Service Bulletin 747–53–2485 .......................................................................
Original ...............
1 .........................
Original ...............
Issued in Renton, Washington, on May 9,
2005.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–9876 Filed 5–18–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2004–19538; Directorate
Identifier 2003–NM–99–AD; Amendment 39–
14098; AD 2005–10–21]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
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Date
August 26, 1993.
April 19, 2001.
January 8, 2004.
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Boeing Model
747 airplanes. That AD currently
requires inspections to detect cracks in
the front spar pressure bulkhead chord,
and repair if necessary. This new AD
requires repetitive high frequency eddy
current (HFEC) inspections of the body
station (BS) 1000 bulkhead chord for
cracks, repetitive detailed inspections of
the bathtub fittings, if installed, for
cracks, and corrective action if
necessary. Initiation of the new
inspections ends the inspections of the
existing AD. This AD also revises the
applicability of the existing AD to
include additional airplanes. This AD is
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Federal Register / Vol. 70, No. 96 / Thursday, May 19, 2005 / Rules and Regulations
prompted by reports of cracks in the BS
1000 bulkhead chord. We are issuing
this AD to detect and correct fatigue
cracks in the BS 1000 bulkhead chord,
which, if not repaired before they reach
critical length, could result in the failure
of the adjacent structure and skin and
lead to in-flight depressurization of the
airplane.
DATES: This AD becomes effective June
23, 2005.
The incorporation by reference of
Boeing Alert Service Bulletin 747–
53A2471, dated March 27, 2003; and
Boeing Service Bulletin 747–53–2064,
Revision 4, including Addendum, dated
September 23, 1983; as listed in the
regulations; is approved by the Director
of the Federal Register as of June 23,
2005.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207. You
can examine this information at the
National Archives and Records
Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030,
or go to: https://www.archives.gov/
federal_register/
code_of_federal_regulations/
ibr_locations.html.
Docket: The AD docket contains the
proposed AD, comments, and any final
disposition. 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 U.S. Department of Transportation,
400 Seventh Street SW., room PL–401,
Washington, DC. This docket number is
FAA–2004–19538; the directorate
identifier for this docket is 2003–NM–
99–AD.
FOR FURTHER INFORMATION CONTACT: Nick
Kusz, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98055–4056; telephone (425) 917–6432;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend part 39 of the
Federal Aviation Regulations (14 CFR
part 39) with an AD to supersede AD
90–09–09, amendment 39–6586 (55 FR
17928, April 30, 1990), for certain
Boeing Model 747 airplanes (a
correction of that AD was published in
the Federal Register on May 21, 1990
(55 FR 20894)). That action, published
in the Federal Register on November 5,
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2004 (69 FR 64517), proposed to require
inspections to detect cracks in the front
spar pressure bulkhead chord, and
repair if necessary (the actions
previously required by AD 90–09–09).
That action also proposed to require
repetitive high frequency eddy current
inspections of the body station 1000
bulkhead chord for cracks, repetitive
detailed inspections of the bathtub
fittings, if installed, for cracks, and
corrective action, if necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been submitted on the proposed AD.
Request To Clarify Paragraph (h);
Meaning of ‘‘All’’ Actions
One commenter states that, as the
proposed rule is currently written,
operators would be required to replace
all bathtub fittings if cracks are found at
just one fitting. The operator points out
that the referenced service bulletin
states that operators replace only the
items that are found to be cracked.
However, the commenter points out that
paragraph (h) of the proposed rule
specifies that the corrective action must
be taken by accomplishing ‘‘all’’ the
actions specified in the accomplishment
instructions of the service bulletin. The
commenter states that a literal review
and interpretation of paragraph (h) and
the service bulletin could lead operators
to the conclusion that all four bathtub
fittings must be replaced if only one is
found to be cracked.
We agree. The intent of the proposed
rule was not to require operators to
replace all fittings in the event that only
one is found cracked. However, it is
important to note that the 6,000-cycle
post-modification inspection threshold
is valid only if the chord is replaced
along with all bathtub fittings that
correspond to the side of the airplane
(left or right) in which the chord was
replaced. We have added a note to
paragraph (h) of this final rule and
revised (k) of the final rule to reflect this
change. We have re-numbered the notes
in the final rule accordingly.
Request To Remove Replacement
Requirement
One commenter requests that we
remove the requirement to replace the
bathtub fittings in order to be eligible for
the 6,000-cycle post-modification
threshold after the chord replacement.
The commenter gives several reasons for
this request: There have been no reports
of cracked bathtub fittings; the
replacement bathtub fittings are the
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same material, in some cases, as the
original fittings; and bathtub fittings
must be removed for chord replacement,
thereby allowing thorough inspections
of the fittings.
We disagree. Although the commenter
states otherwise, we have received
reports of cracked bathtub fittings. In
addition, the fact that the replacement
fittings are of the same material as the
original fittings does not mean that the
fittings should not be replaced.
Moreover, replacing all fittings, not just
the damaged ones, is necessary in order
to apply the 6,000-cycle postmodification threshold. Operators still
have the option to replace only those
bathtub fittings with detected cracking,
and to continue with the 3,000-cycle
inspection interval. No change to the
final rule is necessary in this regard.
Request To Revise Cost Estimate
One commenter, an airplane operator
having no technical objections, requests
that the cost estimate be recalculated to
include the work hours necessary for
access and restoration. The commenter
states that access and restoration can
require up to 24 work hours for each
airplane, and that such tasks do not
occur frequently enough to warrant
leaving them out of the cost estimate.
We disagree. In establishing the
requirements of all ADs, we typically do
not include incidental costs such as the
time required to gain access and close
up, planning time, or the time needed
for other administrative actions.
Because incidental costs may vary
significantly from operator to operator,
they are almost impossible to calculate.
The work hours that are needed to
accomplish the actions required by this
AD represent the time necessary to
perform only the actions actually
required by this AD (that is, the
inspection). No change to the final rule
is necessary in this regard.
Explanation of Changes Made to the
Proposed AD
We have revised the subject heading
to identify model designations as
published in the most recent type
certificate data sheet for the affected
models.
Boeing has received a Delegation
Option Authorization (DOA). We have
revised paragraph (l) of the final rule to
delegate the authority to approve an
alternative method of compliance for
any repair required by this AD to the
Authorized Representative for the
Boeing DOA Organization.
We have also revised paragraph (i) of
the final rule to allow any crack in the
subject area to be repaired according to
data that conform to the airplane’s type
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certificate and that are approved by an
Authorized Representative for the
Boeing DOA Organization whom we
have authorized to make such findings.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been submitted, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We have determined that these changes
will neither increase the economic
burden on any operator nor increase the
scope of the AD.
Costs of Compliance
There are about 1,350 Model 747
series airplanes worldwide of the
affected design. This AD affects about
245 airplanes of U.S. registry.
The actions that are required by AD
90–09–09 and retained in this AD take
about 84 work hours per airplane, at an
average labor rate of $65 per work hour.
We estimate 102 airplanes of U.S.
registry are affected by AD 90–09–09.
Based on these figures, the estimated
cost of the currently required actions is
$556,920, or $5,460 per airplane, per
inspection cycle.
The new inspections take about 14
work hours per airplane, at an average
labor rate of $65 per work hour. Based
on these figures, the estimated cost of
the new actions specified in this AD for
U.S. operators is $222,950, or $910 per
airplane, per inspection cycle.
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
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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 this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
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
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing amendment 39–6586 (55 FR
17928, April 30, 1990), corrected at 55
FR 20894, May 21, 1990, and by adding
the following new airworthiness
directive (AD):
I
2005–10–21 Boeing: Amendment 39–14098.
Docket No. FAA–2004–19538;
Directorate Identifier 2003–NM–99–AD.
Effective Date
(a) This AD becomes effective June 23,
2005.
Affected ADs
(b) This AD supersedes AD 90–09–09,
amendment 39–6586 (55 FR 20894, May 21,
1990).
Applicability
(c) This AD applies to Boeing Model 747
series airplanes, line numbers 1 through 1307
inclusive, 1309 through 1312 inclusive, and
1314; certificated in any category.
Unsafe Condition
(d) This AD was prompted by reports of
cracks in the body station (BS) 1000
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28805
bulkhead chord. We are issuing this AD to
detect and correct fatigue cracks in the BS
1000 bulkhead chord, which, if not repaired
before they reach critical length, could result
in the failure of the adjacent structure and
skin and lead to in-flight depressurization 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.
Restatement of Requirements of AD 90–09–
09
(f) For airplanes listed in Boeing Service
Bulletin 747–53–2064, Revision 4, dated
September 23, 1983, that have not been
modified in accordance with Boeing Service
Bulletin 747–53–2064, dated July 25, 1972:
Within the next 1,000 landings after October
15, 1984 (the effective date of AD 84–18–06,
amendment 39–4912), or prior to the
accumulation of 10,000 landings, whichever
occurs later, and thereafter at intervals not to
exceed 7,000 landings, conduct a high
frequency eddy current (HFEC) inspection of
the chord to detect cracks between stringers
S–37 and S–39 at the chord radius, heel, and
flanges adjacent to the fastener holes
identified for inspection in Boeing Service
Bulletin 747–53–2064, Revision 4, dated
September 23, 1983. If cracks are found in
the pressure bulkhead chord, accomplish the
repair in accordance with the service bulletin
before further flight. Repair of cracks along
the chord radius under 5 inches in length, or
across a chord flange that have not severed
the chord flange, may be deferred 1,000
landings by stop drilling and reinspecting for
crack progression every 200 landings using
HFEC. If crack progression is found, repair in
accordance with the service bulletin prior to
further flight. Inspections are to continue at
intervals not to exceed 7,000 landings after
repair.
(g) For airplanes listed in Boeing Service
Bulletin 747–53–2064, Revision 4, dated
September 23, 1983, that have been modified
in accordance with Boeing Service Bulletin
747–53–2064, dated July 25, 1972: Within the
next 1,000 landings after October 15, 1984, or
prior to the accumulation of 10,000 landings
after the modification, whichever is later, and
thereafter at intervals not to exceed 10,000
landings, conduct an HFEC inspection to
detect cracks in the front spar pressure
bulkhead lower chord heel from stringers S–
37 to S–39, and conduct an ultrasonic
inspection to detect cracks in the fuselage
skin originating at the indicated fastener
holes beneath the forward drag splice fitting
flanges, in accordance with the service
bulletin. If any cracks are found, repair in
accordance with Boeing Service Bulletin
747–53–2064, Revision 4, dated September
23, 1983, before further flight. Inspections are
to continue at intervals not to exceed 10,000
landings after repair.
New Requirements of This AD
Initial Inspections
(h) At the later of the times specified in
paragraph (h)(1), (h)(2), or (h)(3) of this AD:
Except as provided by paragraph (i) of this
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Federal Register / Vol. 70, No. 96 / Thursday, May 19, 2005 / Rules and Regulations
AD, perform an HFEC inspection of BS 1000
bulkhead chord for cracks, a detailed
inspection of the bathtub fittings, if installed,
for cracks, and corrective action, as
applicable, by accomplishing all the actions
specified in the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2471, dated March 27, 2003. Any
applicable corrective action must be done
before further flight. Corrective actions
include replacing only those bathtub fittings
that are found to be cracked.
Accomplishment of the HFEC and detailed
inspections required by this paragraph ends
the requirements of paragraphs (f) and (g) of
this AD.
Note 1: The 6,000-cycle post-modification
inspection threshold in paragraph (k) of this
AD is valid only if the chord is replaced
along with all bathtub fittings corresponding
to the side of the airplane (left or right) in
which the chord was replaced.
Note 2: 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 mirrors, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
(1) Prior to the accumulation of 10,000
total flight cycles.
(2) Within 18 months after the effective
date of this AD.
(3) For airplanes on which the repair (i.e.,
chord replacement) has been accomplished
in accordance with Boeing Service Bulletin
747–53–2362, dated March 26, 1992, or in
accordance with paragraph (f) or (g) of this
AD (i.e., per Boeing Service Bulletin 747–53–
2064, Revision 4, dated September 23, 1983):
Within 3,000 flight cycles after the
replacement was accomplished.
Note 3: Repairs (i.e., chord replacement)
accomplished prior to the effective date of
this AD in accordance with Boeing Service
Bulletin 747–53–2064, Revision 1, dated May
18, 1973; Revision 2, dated February 22,
1974; Revision 3, dated September 13, 1974;
Revision 5, dated July 23, 1987; or Revision
6, dated June 22, 1989; are also considered
to be applicable to the inspection threshold
specified in paragraph (h)(3) of this AD.
(i) If any crack is found during any
inspection required by paragraph (h) of this
AD, and Boeing Alert Service Bulletin 747–
53A2471, dated March 27, 2003, specifies
contacting Boeing for additional information:
Before further flight, repair according to a
method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA; or
according to data meeting the certification
basis of the airplane approved by an
Authorized Representative for the Boeing
Delegation Option Authorization
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.
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Repetitive Inspections
DEPARTMENT OF TRANSPORTATION
(j) Except as provided by paragraph (k) of
this AD, repeat the inspections required by
paragraph (h) of this AD thereafter at
intervals not to exceed 3,000 flight cycles.
(k) For the side of the airplane on which
the chord and all corresponding bathtub
fittings for that side of the airplane (left or
right) were replaced in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2471, dated March
27, 2003: Repeat the inspections required by
paragraph (h) of this AD within 6,000 flight
cycles after accomplishing replacement of the
chord and bathtub fittings. Thereafter repeat
the inspections at intervals not to exceed
3,000 flight cycles.
Alternative Methods of Compliance (AMOC)
(l)(1) In accordance with 14 CFR 39.19, the
Manager, Seattle ACO, FAA, is authorized to
approve AMOCs for this AD.
(2) AMOCs, approved previously in
accordance with AD 90–09–09, amendment
39–6586, are approved as AMOCs to
paragraph (f) or (g) of this AD, as applicable.
(3) 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
Authorized Representative for the Boeing
Delegation Option Authorization
Organization who has been authorized by the
Manager, Seattle ACO, to make those
findings. For a repair method to be approved,
the approval must specifically refer to this
AD.
Material Incorporated by Reference
(m) You must use Boeing Alert Service
Bulletin 747–53A2471, dated March 27,
2003; and Boeing Service Bulletin 747–53–
2064, Revision 4, including Addendum,
dated September 23, 1983; as applicable, to
perform the actions that are required by this
AD, unless the AD specifies otherwise. The
Director of the Federal Register approves the
incorporation by reference of this document
in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. For copies of the service information,
contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207.
You may view the AD docket at 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
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 May 11,
2005.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–9880 Filed 5–18–05; 8:45 am]
BILLING CODE 4910–13–P
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21238; Directorate
Identifier 2005–NE–12–AD; Amendment 39–
14093; AD 2005–10–16]
RIN 2120–AA64
Airworthiness Directives; General
Electric (GE) CF6–80E1 Series
Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for General
Electric (GE) CF6–80E1 series turbofan
engines that have an electronic control
unit (ECU) with software version E.1.M.
or earlier installed. This AD requires
installing improved software for the
ECU. This AD results from an
uncommanded engine acceleration
event caused by a failure of the ECU
digital interface unit (DIU). We are
issuing this AD to prevent an
undetected failure of the ECU DIU,
which could result in uncommanded
acceleration to the overspeed limit
without response to throttle commands.
The airplane could then experience
asymmetric thrust.
DATES: This AD becomes effective June
3, 2005. The Director of the Federal
Register approved the incorporation by
reference of certain publications listed
in the regulations as of June 3, 2005.
We must receive any comments on
this AD by July 18, 2005.
ADDRESSES: Use one of the following
addresses to comment 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–
001.
• 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.
Contact General Electric Company via
Lockheed Martin Technology Services,
Lockheed Martin Technical Services,
E:\FR\FM\19MYR1.SGM
19MYR1
]]>Agencies
[Federal Register Volume 70, Number 96 (Thursday, May 19, 2005)]
[Rules and Regulations]
[Pages 28803-28806]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-9880]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19538; Directorate Identifier 2003-NM-99-AD;
Amendment 39-14098; AD 2005-10-21]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD), which applies to certain Boeing Model 747 airplanes. That AD
currently requires inspections to detect cracks in the front spar
pressure bulkhead chord, and repair if necessary. This new AD requires
repetitive high frequency eddy current (HFEC) inspections of the body
station (BS) 1000 bulkhead chord for cracks, repetitive detailed
inspections of the bathtub fittings, if installed, for cracks, and
corrective action if necessary. Initiation of the new inspections ends
the inspections of the existing AD. This AD also revises the
applicability of the existing AD to include additional airplanes. This
AD is
[[Page 28804]]
prompted by reports of cracks in the BS 1000 bulkhead chord. We are
issuing this AD to detect and correct fatigue cracks in the BS 1000
bulkhead chord, which, if not repaired before they reach critical
length, could result in the failure of the adjacent structure and skin
and lead to in-flight depressurization of the airplane.
DATES: This AD becomes effective June 23, 2005.
The incorporation by reference of Boeing Alert Service Bulletin
747-53A2471, dated March 27, 2003; and Boeing Service Bulletin 747-53-
2064, Revision 4, including Addendum, dated September 23, 1983; as
listed in the regulations; is approved by the Director of the Federal
Register as of June 23, 2005.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207. You can examine this information at the National Archives and
Records Administration (NARA). For information on the availability of
this material at NARA, call (202) 741-6030, or go to: https://
www.archives.gov/federal_register/code_of_federal_regulations/ibr_
locations.html.
Docket: The AD docket contains the proposed AD, comments, and any
final disposition. 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 U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Washington, DC. This docket number is FAA-2004-19538; the directorate
identifier for this docket is 2003-NM-99-AD.
FOR FURTHER INFORMATION CONTACT: Nick Kusz, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6432; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) with an AD to supersede
AD 90-09-09, amendment 39-6586 (55 FR 17928, April 30, 1990), for
certain Boeing Model 747 airplanes (a correction of that AD was
published in the Federal Register on May 21, 1990 (55 FR 20894)). That
action, published in the Federal Register on November 5, 2004 (69 FR
64517), proposed to require inspections to detect cracks in the front
spar pressure bulkhead chord, and repair if necessary (the actions
previously required by AD 90-09-09). That action also proposed to
require repetitive high frequency eddy current inspections of the body
station 1000 bulkhead chord for cracks, repetitive detailed inspections
of the bathtub fittings, if installed, for cracks, and corrective
action, if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
submitted on the proposed AD.
Request To Clarify Paragraph (h); Meaning of ``All'' Actions
One commenter states that, as the proposed rule is currently
written, operators would be required to replace all bathtub fittings if
cracks are found at just one fitting. The operator points out that the
referenced service bulletin states that operators replace only the
items that are found to be cracked. However, the commenter points out
that paragraph (h) of the proposed rule specifies that the corrective
action must be taken by accomplishing ``all'' the actions specified in
the accomplishment instructions of the service bulletin. The commenter
states that a literal review and interpretation of paragraph (h) and
the service bulletin could lead operators to the conclusion that all
four bathtub fittings must be replaced if only one is found to be
cracked.
We agree. The intent of the proposed rule was not to require
operators to replace all fittings in the event that only one is found
cracked. However, it is important to note that the 6,000-cycle post-
modification inspection threshold is valid only if the chord is
replaced along with all bathtub fittings that correspond to the side of
the airplane (left or right) in which the chord was replaced. We have
added a note to paragraph (h) of this final rule and revised (k) of the
final rule to reflect this change. We have re-numbered the notes in the
final rule accordingly.
Request To Remove Replacement Requirement
One commenter requests that we remove the requirement to replace
the bathtub fittings in order to be eligible for the 6,000-cycle post-
modification threshold after the chord replacement. The commenter gives
several reasons for this request: There have been no reports of cracked
bathtub fittings; the replacement bathtub fittings are the same
material, in some cases, as the original fittings; and bathtub fittings
must be removed for chord replacement, thereby allowing thorough
inspections of the fittings.
We disagree. Although the commenter states otherwise, we have
received reports of cracked bathtub fittings. In addition, the fact
that the replacement fittings are of the same material as the original
fittings does not mean that the fittings should not be replaced.
Moreover, replacing all fittings, not just the damaged ones, is
necessary in order to apply the 6,000-cycle post-modification
threshold. Operators still have the option to replace only those
bathtub fittings with detected cracking, and to continue with the
3,000-cycle inspection interval. No change to the final rule is
necessary in this regard.
Request To Revise Cost Estimate
One commenter, an airplane operator having no technical objections,
requests that the cost estimate be recalculated to include the work
hours necessary for access and restoration. The commenter states that
access and restoration can require up to 24 work hours for each
airplane, and that such tasks do not occur frequently enough to warrant
leaving them out of the cost estimate.
We disagree. In establishing the requirements of all ADs, we
typically do not include incidental costs such as the time required to
gain access and close up, planning time, or the time needed for other
administrative actions. Because incidental costs may vary significantly
from operator to operator, they are almost impossible to calculate. The
work hours that are needed to accomplish the actions required by this
AD represent the time necessary to perform only the actions actually
required by this AD (that is, the inspection). No change to the final
rule is necessary in this regard.
Explanation of Changes Made to the Proposed AD
We have revised the subject heading to identify model designations
as published in the most recent type certificate data sheet for the
affected models.
Boeing has received a Delegation Option Authorization (DOA). We
have revised paragraph (l) of the final rule to delegate the authority
to approve an alternative method of compliance for any repair required
by this AD to the Authorized Representative for the Boeing DOA
Organization.
We have also revised paragraph (i) of the final rule to allow any
crack in the subject area to be repaired according to data that conform
to the airplane's type
[[Page 28805]]
certificate and that are approved by an Authorized Representative for
the Boeing DOA Organization whom we have authorized to make such
findings.
Conclusion
We have carefully reviewed the available data, including the
comments that have been submitted, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 1,350 Model 747 series airplanes worldwide of the
affected design. This AD affects about 245 airplanes of U.S. registry.
The actions that are required by AD 90-09-09 and retained in this
AD take about 84 work hours per airplane, at an average labor rate of
$65 per work hour. We estimate 102 airplanes of U.S. registry are
affected by AD 90-09-09. Based on these figures, the estimated cost of
the currently required actions is $556,920, or $5,460 per airplane, per
inspection cycle.
The new inspections take about 14 work hours per airplane, at an
average labor rate of $65 per work hour. Based on these figures, the
estimated cost of the new actions specified in this AD for U.S.
operators is $222,950, or $910 per airplane, per inspection cycle.
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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under 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 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 39-6586 (55 FR
17928, April 30, 1990), corrected at 55 FR 20894, May 21, 1990, and by
adding the following new airworthiness directive (AD):
2005-10-21 Boeing: Amendment 39-14098. Docket No. FAA-2004-19538;
Directorate Identifier 2003-NM-99-AD.
Effective Date
(a) This AD becomes effective June 23, 2005.
Affected ADs
(b) This AD supersedes AD 90-09-09, amendment 39-6586 (55 FR
20894, May 21, 1990).
Applicability
(c) This AD applies to Boeing Model 747 series airplanes, line
numbers 1 through 1307 inclusive, 1309 through 1312 inclusive, and
1314; certificated in any category.
Unsafe Condition
(d) This AD was prompted by reports of cracks in the body
station (BS) 1000 bulkhead chord. We are issuing this AD to detect
and correct fatigue cracks in the BS 1000 bulkhead chord, which, if
not repaired before they reach critical length, could result in the
failure of the adjacent structure and skin and lead to in-flight
depressurization 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.
Restatement of Requirements of AD 90-09-09
(f) For airplanes listed in Boeing Service Bulletin 747-53-2064,
Revision 4, dated September 23, 1983, that have not been modified in
accordance with Boeing Service Bulletin 747-53-2064, dated July 25,
1972: Within the next 1,000 landings after October 15, 1984 (the
effective date of AD 84-18-06, amendment 39-4912), or prior to the
accumulation of 10,000 landings, whichever occurs later, and
thereafter at intervals not to exceed 7,000 landings, conduct a high
frequency eddy current (HFEC) inspection of the chord to detect
cracks between stringers S-37 and S-39 at the chord radius, heel,
and flanges adjacent to the fastener holes identified for inspection
in Boeing Service Bulletin 747-53-2064, Revision 4, dated September
23, 1983. If cracks are found in the pressure bulkhead chord,
accomplish the repair in accordance with the service bulletin before
further flight. Repair of cracks along the chord radius under 5
inches in length, or across a chord flange that have not severed the
chord flange, may be deferred 1,000 landings by stop drilling and
reinspecting for crack progression every 200 landings using HFEC. If
crack progression is found, repair in accordance with the service
bulletin prior to further flight. Inspections are to continue at
intervals not to exceed 7,000 landings after repair.
(g) For airplanes listed in Boeing Service Bulletin 747-53-2064,
Revision 4, dated September 23, 1983, that have been modified in
accordance with Boeing Service Bulletin 747-53-2064, dated July 25,
1972: Within the next 1,000 landings after October 15, 1984, or
prior to the accumulation of 10,000 landings after the modification,
whichever is later, and thereafter at intervals not to exceed 10,000
landings, conduct an HFEC inspection to detect cracks in the front
spar pressure bulkhead lower chord heel from stringers S-37 to S-39,
and conduct an ultrasonic inspection to detect cracks in the
fuselage skin originating at the indicated fastener holes beneath
the forward drag splice fitting flanges, in accordance with the
service bulletin. If any cracks are found, repair in accordance with
Boeing Service Bulletin 747-53-2064, Revision 4, dated September 23,
1983, before further flight. Inspections are to continue at
intervals not to exceed 10,000 landings after repair.
New Requirements of This AD
Initial Inspections
(h) At the later of the times specified in paragraph (h)(1),
(h)(2), or (h)(3) of this AD: Except as provided by paragraph (i) of
this
[[Page 28806]]
AD, perform an HFEC inspection of BS 1000 bulkhead chord for cracks,
a detailed inspection of the bathtub fittings, if installed, for
cracks, and corrective action, as applicable, by accomplishing all
the actions specified in the Accomplishment Instructions of Boeing
Alert Service Bulletin 747-53A2471, dated March 27, 2003. Any
applicable corrective action must be done before further flight.
Corrective actions include replacing only those bathtub fittings
that are found to be cracked. Accomplishment of the HFEC and
detailed inspections required by this paragraph ends the
requirements of paragraphs (f) and (g) of this AD.
Note 1: The 6,000-cycle post-modification inspection threshold
in paragraph (k) of this AD is valid only if the chord is replaced
along with all bathtub fittings corresponding to the side of the
airplane (left or right) in which the chord was replaced.
Note 2: 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
mirrors, magnifying lenses, etc., may be necessary. Surface cleaning
and elaborate procedures may be required.''
(1) Prior to the accumulation of 10,000 total flight cycles.
(2) Within 18 months after the effective date of this AD.
(3) For airplanes on which the repair (i.e., chord replacement)
has been accomplished in accordance with Boeing Service Bulletin
747-53-2362, dated March 26, 1992, or in accordance with paragraph
(f) or (g) of this AD (i.e., per Boeing Service Bulletin 747-53-
2064, Revision 4, dated September 23, 1983): Within 3,000 flight
cycles after the replacement was accomplished.
Note 3: Repairs (i.e., chord replacement) accomplished prior to
the effective date of this AD in accordance with Boeing Service
Bulletin 747-53-2064, Revision 1, dated May 18, 1973; Revision 2,
dated February 22, 1974; Revision 3, dated September 13, 1974;
Revision 5, dated July 23, 1987; or Revision 6, dated June 22, 1989;
are also considered to be applicable to the inspection threshold
specified in paragraph (h)(3) of this AD.
(i) If any crack is found during any inspection required by
paragraph (h) of this AD, and Boeing Alert Service Bulletin 747-
53A2471, dated March 27, 2003, specifies contacting Boeing for
additional information: Before further flight, repair according to a
method approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA; or according to data meeting the certification
basis of the airplane approved by an Authorized Representative for
the Boeing Delegation Option Authorization 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.
Repetitive Inspections
(j) Except as provided by paragraph (k) of this AD, repeat the
inspections required by paragraph (h) of this AD thereafter at
intervals not to exceed 3,000 flight cycles.
(k) For the side of the airplane on which the chord and all
corresponding bathtub fittings for that side of the airplane (left
or right) were replaced in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2471, dated
March 27, 2003: Repeat the inspections required by paragraph (h) of
this AD within 6,000 flight cycles after accomplishing replacement
of the chord and bathtub fittings. Thereafter repeat the inspections
at intervals not to exceed 3,000 flight cycles.
Alternative Methods of Compliance (AMOC)
(l)(1) In accordance with 14 CFR 39.19, the Manager, Seattle
ACO, FAA, is authorized to approve AMOCs for this AD.
(2) AMOCs, approved previously in accordance with AD 90-09-09,
amendment 39-6586, are approved as AMOCs to paragraph (f) or (g) of
this AD, as applicable.
(3) 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
Authorized Representative for the Boeing Delegation Option
Authorization Organization who has been authorized by the Manager,
Seattle ACO, to make those findings. For a repair method to be
approved, the approval must specifically refer to this AD.
Material Incorporated by Reference
(m) You must use Boeing Alert Service Bulletin 747-53A2471,
dated March 27, 2003; and Boeing Service Bulletin 747-53-2064,
Revision 4, including Addendum, dated September 23, 1983; as
applicable, to perform the actions that are required by this AD,
unless the AD specifies otherwise. The Director of the Federal
Register approves the incorporation by reference of this document in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. For copies of the
service information, contact Boeing Commercial Airplanes, P.O. Box
3707, Seattle, Washington 98124-2207.
You may view the AD docket at 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 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 May 11, 2005.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-9880 Filed 5-18-05; 8:45 am]
BILLING CODE 4910-13-P
