Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP Series Airplanes, 54474-54477 [05-18212]

Download as PDF 54474 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations Issued in Kansas City, Missouri, on September 8, 2005. David R. Showers, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–18199 Filed 9–14–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–22413; Directorate Identifier 2005–NM–167–AD; Amendment 39–14271; AD 2005–19–06] RIN 2120–AA64 Airworthiness Directives; Boeing Model 747–100, 747–100B, 747–100B SUD, 747–200B, 747–200C, 747–200F, 747–300, 747SR, and 747SP Series Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule; request for comments. AGENCY: Discussion SUMMARY: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747–100, 747–100B, 747– 100B SUD, 747–200B, 747–200C, 747– 200F, 747–300, 747SR, and 747SP series airplanes. This AD requires repetitive detailed and ultrasonic inspections of the thrust links of the rear engine mounts for any crack or fracture and corrective actions if necessary. This AD results from the finding of a fractured forward lug of the rear engine mount thrust link on the number one strut. We are issuing this AD to detect and correct cracked or fractured thrust links that could lead to the loss of the load path for the rear engine mount bulkhead and damage to other primary engine mount structure, which could result in the inflight separation of the engine from the airplane and consequent loss of control of the airplane. DATES: This AD becomes effective September 30, 2005. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of September 30, 2005. We must receive comments on this AD by November 14, 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. VerDate Aug<18>2005 14:34 Sep 14, 2005 Jkt 205001 • 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. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for service information identified in this AD. 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: We have received a report indicating that one operator found a fractured forward lug of the rear engine mount thrust link on the number one strut. The fractured thrust link was found on a Model 747–200B series airplane equipped with Pratt & Whitney JT9D– 7Q engines. The fractured thrust link had accumulated 91,173 total flight hours (and 27,931 total flight cycles). The fracture occurred about 65,000 flight hours (and 14,000 flight cycles) after the thrust link had been overhauled to replace a worn spherical bearing. The same operator also reported finding a cracked thrust link on the number one strut of a Model 747– 200B series airplane equipped with Pratt & Whitney JT9D–7Q engines. That cracked thrust link had accumulated about 66,000 total flight hours (and about 19,000 total flight cycles) and about 55,700 flight hours (and about 11,100 flight cycles) since it was last overhauled. Metallurgical analysis by the airplane manufacturer indicates that cracking of the high-strength steel thrust links resulted from fatigue. In both of the reported incidents, cracking could have occurred before the overhaul. Continued airplane operation with a cracked or fractured thrust link could lead to the loss of the load path for the rear engine mount bulkhead and damage to other primary engine mount structure. This condition, if not detected and corrected, could result in the inflight separation of the engine from the airplane and consequent loss of control of the airplane. PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 The rear engine mount thrust links on the Model 747–200B series airplanes equipped with Pratt & Whitney JT9D– 7Q engines are similar to those on the affected Model 747–100, 747–100B, 747–100B SUD, 747–200C, 747–200F, 747–300, 747SR, and 747SP series airplanes, equipped with Pratt & Whitney JT9D–3 and –7 series engines, except JT9D–70 engines. Therefore, all of these models may be subject to the same unsafe condition. Other Related Rulemaking On July 19, 2001, we issued AD 2001– 15–15, amendment 39–12349 (66 FR 39425, dated July 31, 2001), applicable to certain Boeing Model 747 airplanes powered by Pratt & Whitney JT9D–7 series engines. That AD requires detailed visual inspections of the lugs on the bulkhead fitting of the rear engine mounts, and corrective action if necessary. That AD also requires ultrasonic inspections and, for certain airplanes, rework of the bulkhead fitting of the rear engine mounts. Reworking the lugs on the bulkhead fitting of the rear engine mounts (in accordance with ‘‘Part 5—Rework’’ of the Accomplishment Instructions of Boeing Service Bulletin 747–54A2200, Revision 1, dated February 15, 2001) as specified in paragraphs (b)(2), (e), and (f) of AD 2001–15–15 is acceptable for compliance with ‘‘Part 3—Rear Engine Mount Bulkhead Inspection and Lug Overhaul and Upper Fitting Overhaul and Bolt Replacement’’ of the Accomplishment Instructions of Boeing Alert Service Bulletin 747–71A2309, dated August 18, 2005 (which is referenced as the appropriate source of service information for doing the actions required by this AD). On March 24, 2004, we issued AD 2004–07–22, amendment 39–13566 (69 FR 18250, April 7, 2004), applicable to all Boeing Model 747 airplanes. (A correction to AD 2004–07–22 was published in the Federal Register on May 3, 2004 (69 FR 24063).) That AD requires that the FAA-approved maintenance inspection program be revised to include inspections that will give no less than the required damage tolerance rating for each structural significant item (SSI), and repair of cracked structure. Accomplishing the inspections and repetitive overhaul or replacement specified in paragraphs (g) and (j) of this AD are approved as an alternative method of compliance to paragraphs (c) and (d) of AD 2004–07– 22 for the inspections of SSI S–2, for the thrust links only, of the Boeing Supplemental Structural Inspection Document D6–35022, Revision G, dated December 2000. E:\FR\FM\15SER1.SGM 15SER1 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations Relevant Service Information We have reviewed Boeing Alert Service Bulletin 747–71A2309, dated August 18, 2005. The service bulletin describes procedures for doing detailed and ultrasonic inspections of the thrust link lugs of the rear engine mount of struts 1, 2, 3, and 4 for any crack or fracture and other specified and corrective actions as applicable. If a thrust link is not cracked or fractured, the service bulletin specifies repeating the detailed and ultrasonic inspections and doing other specified actions. The other specified actions are to repetitively replace the thrust link with a new or overhauled thrust link, which ends the repetitive inspections of the thrust link lugs. If a thrust link is cracked, the corrective action is to repetitively replace the cracked thrust link with a new or overhauled thrust link. If the thrust link is fractured, the corrective actions include the following: • Repetitively replacing the fractured thrust link with a new or overhauled thrust link (Part 2 of the Accomplishment Instructions of the service bulletin). • Inspecting the upper fitting assembly of the rear engine mount for cracks and material deformation and repairing if necessary; doing a detailed inspection of the bulkhead assembly of the rear engine mount for cracks, fracture, and material deformation and contacting the manufacturer for additional instructions if necessary; overhauling the lugs of the rear engine mount bulkhead and upper fitting assembly and contacting the manufacturer for additional instructions if necessary; and replacing the bolts that attach the upper fitting to the rear engine mount bulkhead with new bolts (Part 3 of the Accomplishment Instructions of the service bulletin). • Doing the inspection of the engine nacelle for damage, as specified in Chapter 05–51–06 of the Boeing 747– 100/–200/–300 Airplane Maintenance Manual, and contacting the manufacturer for additional instructions if necessary (Part 4 of the Accomplishment Instructions of the service bulletin). • Doing a detailed inspection of the forward engine mount for material deformation and contacting the manufacturer for additional instructions if necessary (Part 5 of the Accomplishment Instructions of the service bulletin). FAA’s Determination and Requirements of This AD The unsafe condition described previously is likely to exist or develop VerDate Aug<18>2005 14:34 Sep 14, 2005 Jkt 205001 54475 on other airplanes of the same type design. For this reason, we are issuing this AD to detect and correct cracked or fractured thrust links of the rear engine mount that could lead to the loss of the load path for the rear engine mount bulkhead and damage to other primary engine mount structure, which could result in the in-flight separation of the engine from the airplane and consequent loss of control of the airplane. This AD requires repetitive detailed and ultrasonic inspections of the thrust link lugs of the rear engine mount of struts 1, 2, 3, and 4 for any crack or fracture and corrective actions as applicable in accordance with the service information described above, except as discussed under ‘‘Differences Between the AD and Service Bulletin.’’ considering requiring the repetitive replacement or overhaul of the thrust links of the rear engine mounts, which will constitute terminating action for the repetitive inspections required by this AD action. However, the planned compliance time for the other specified actions is sufficiently long so that notice and opportunity for prior public comment will be practicable. Differences Between the AD and Service Bulletin The service bulletin specifies to contact the manufacturer for instructions on how to repair certain conditions, but this AD requires repairing 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 Commercial Airplanes Delegation Option Authorization Organization whom we have authorized to make those findings. The service bulletin specifies doing corrective actions if a fractured thrust link is found during any required inspections, but does not specify what action to take if one is found during any replacement or overhaul of the thrust link. This AD requires accomplishing those same corrective actions before further flight, whether the fractured thrust link is found during an inspection, replacement, or overhaul. (Those corrective actions are defined in the ‘‘Relevant Service Information’’ section of this AD.) This difference has been coordinated with the manufacturer. Although the service bulletin recommends repetitively replacing the thrust links of the rear engine mounts with new or overhauled thrust links at an initial threshold of within 36 months after issuance of the service bulletin, this AD is not mandating those replacements in this rulemaking action. Instead, we have included those replacements as an optional terminating action in this AD. 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 in the ADDRESSES section. Include ‘‘Docket No. FAA–2005–22413; Directorate Identifier 2005–NM–167–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the AD that might suggest a need to modify it. 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 that 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 may review the DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78), or you may visit https://dms.dot.gov. Interim Action This is considered to be interim action. The FAA is currently PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 FAA’s Determination of the Effective Date Since an unsafe condition exists that requires the immediate adoption of this AD, we have found that notice and opportunity for public comment before issuing this AD are impracticable, and that good cause exists to make this AD effective in less than 30 days. Examining the Dockets You may 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 E:\FR\FM\15SER1.SGM 15SER1 54476 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations the AD docket shortly after the Docket Management System receives them. PART 39—AIRWORTHINESS DIRECTIVES Authority for This Rulemaking link specified in paragraph (h) or (j) of this AD terminates the repetitive inspections for that thrust link only. I 1. The authority citation for part 39 continues to read as follows: Corrective Actions (h) If a cracked thrust link is found during any inspection required by paragraph (g) of this AD or during any replacement or overhaul done in accordance with the service bulletin: Before further flight, do the actions specified in paragraph (h)(1) of this AD. If a fractured thrust link is found during any inspection required by paragraph (g) of this AD or during any replacement or overhaul done in accordance with the service bulletin: Before further flight, do the actions specified in paragraphs (h)(1) and (h)(2) of this AD. (1) Replace the cracked thrust link with a new or overhauled thrust link in accordance with Part 2 of the service bulletin; except as provided by paragraph (i) of this AD. Repeat the replacement at the applicable compliance time specified in paragraph (h)(1)(i) or (h)(2)(ii) of this AD. (i) For replacement with a thrust link assembly having P/N 65B90360–1 or –4: Thereafter at intervals not to exceed 6,000 flight cycles. (ii) For replacement with a thrust link assembly having P/N 65B90360–7: Thereafter at intervals not to exceed 12,000 flight cycles. (2) Do the corrective actions in accordance with Parts 3, 4, and 5 of the service bulletin; except as provided by paragraph (i) of this AD. (i) Where the service bulletin specifies to contact Boeing for appropriate action, do the corrective action using a method approved in accordance with paragraph (l) of this AD. 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 and placed it in the AD docket. 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 VerDate Aug<18>2005 14:34 Sep 14, 2005 Jkt 205001 Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The Federal Aviation Administration (FAA) amends § 39.13 by adding the following new airworthiness directive (AD): I 2005–19–06 Boeing: Amendment 39–14271. Docket No. FAA–2005–22413; Directorate Identifier 2005–NM–167–AD. Effective Date (a) This AD becomes effective September 30, 2005. Affected ADs (b) None. Applicability (c) This AD applies to Boeing Model 747– 100, 747–100B, 747–100B SUD, 747–200B, 747–200C, 747–200F, 747–300, 747SR, and 747SP series airplanes, certificated in any category; equipped with Pratt & Whitney JT9D–3 and –7 series engines, except JT9D– 70 engines; as identified in Boeing Alert Service Bulletin 747–71A2309, dated August 18, 2005. Unsafe Condition (d) This AD results from the finding of a fractured forward lug of the rear engine mount thrust link on the number one strut. We are issuing this AD to detect and correct cracked or fractured thrust links that could lead to the loss of the load path for the rear engine mount bulkhead and damage to other primary engine mount structure, which could result in the in-flight separation of the engine from the airplane and consequent loss of control 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. Service Bulletin References (f) The term ‘‘service bulletin,’’ as used in this AD, means the Accomplishment Instructions of Boeing Alert Service Bulletin 747–71A2309, dated August 18, 2005. Repetitive Inspections of Thrust Links (g) Within 90 days after the effective date of this AD, do a detailed inspection and ultrasonic inspection of thrust link lugs having part number (P/N) 65B90360–1 or –4 of the rear engine mount of struts 1, 2, 3, and 4 for any crack or fracture, in accordance with Part 1 of the service bulletin. If the thrust link is not found cracked or fractured: Repeat the inspections thereafter at intervals not to exceed 1,200 flight cycles or 18 months, whichever is first, until the optional repetitive replacement or overhaul of the thrust link as specified in paragraph (j) of this AD is accomplished. Accomplishing the repetitive replacement or overhaul of a thrust PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 Optional Repetitive Replacement or Overhaul of a Thrust Link (j) For a thrust link that is not found cracked or fractured during the inspections required by paragraph (g) of this AD: Repetitive replacement of the thrust link with a new or overhauled thrust link at the applicable compliance time specified in paragraph (j)(1) or (j)(2) of this AD, in accordance with Part 2 of the service bulletin, terminates the repetitive inspections required by paragraph (g) of this AD for that thrust link only. If a cracked or fractured thrust link is found during any replacement or overhaul done in accordance with the service bulletin: Before further flight, do the applicable corrective actions specified in paragraph (h) of this AD at the applicable compliance time specified in that paragraph. (1) For a thrust link assembly having P/N 65B90360–1 or –4: Within 36 months after the effective date of this AD. Thereafter at intervals not to exceed 6,000 flight cycles. (2) For a thrust link assembly having P/N 65B90360–7: Within 12,000 flight cycles after the new or overhauled thrust link has been installed. Thereafter at intervals not to exceed 12,000 flight cycles. Credit for Certain Corrective Actions (k) Reworking the lugs on the bulkhead fitting of the rear engine mount as specified in paragraphs (b)(2), (e), and (f) of AD 2001– 15–15, amendment 39–12349, is acceptable for compliance with accomplishing the corrective action specified in ‘‘Part 3—Rear Engine Mount Bulkhead Inspection and Lug E:\FR\FM\15SER1.SGM 15SER1 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations Overhaul and Upper Fitting Overhaul and Bolt Replacement’’ of the service bulletin. PENSION BENEFIT GUARANTY CORPORATION Alternative Methods of Compliance (AMOCs) 29 CFR Parts 4022 and 4044 (l)(1) The Manager, Seattle Aircraft Certification Office (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 Authorized Representative for the Boeing Commercial Airplanes 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 refer to this AD. (3) The actions identified in paragraphs (g) and (j) of this AD are approved as an AMOC to paragraphs (c) and (d) of AD 2004–07–22, amendment 39–13566, for the inspections of structural significant item S–2, for the thrust links only, of Boeing Supplemental Structural Inspection Document D6–35022, Revision G, dated December 2000. All provisions of AD 2004–07–22 that are not specifically referenced in this paragraph, including the initial inspection threshold required by paragraph (d) of AD 2004–07–22, remain fully applicable and must be complied with. Benefits Payable in Terminated SingleEmployer Plans; Allocation of Assets in Single-Employer Plans; Interest Assumptions for Valuing and Paying Benefits Material Incorporated by Reference (m) You must use Boeing Alert Service Bulletin 747–71A2309, dated August 18, 2005, to perform the actions that are required by this AD, unless the AD specifies otherwise. The Director of the Federal Register approved the incorporation by reference of this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for a copy of this service information. You may review copies at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., room PL–401, Nassif Building, Washington, DC; on the Internet at https://dms.dot.gov; or at 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 September 6, 2005. Kalene C. Yanamura, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–18212 Filed 9–14–05; 8:45 am] BILLING CODE 4910–13–P VerDate Aug<18>2005 14:34 Sep 14, 2005 Jkt 205001 Pension Benefit Guaranty Corporation. ACTION: Final rule. AGENCY: SUMMARY: The Pension Benefit Guaranty Corporation’s regulations on Benefits Payable in Terminated Single-Employer Plans and Allocation of Assets in Single-Employer Plans prescribe interest assumptions for valuing and paying benefits under terminating singleemployer plans. This final rule amends the regulations to adopt interest assumptions for plans with valuation dates in October 2005. Interest assumptions are also published on the PBGC’s Web site (https://www.pbgc.gov). DATES: Effective October 1, 2005. FOR FURTHER INFORMATION CONTACT: Catherine B. Klion, Attorney, Legislative and Regulatory Department, Pension Benefit Guaranty Corporation, 1200 K Street, NW., Washington, DC 20005, 202–326–4024. (TTY/TDD users may call the Federal relay service toll-free at 1–800–877–8339 and ask to be connected to 202–326–4024.) SUPPLEMENTARY INFORMATION: The PBGC’s regulations prescribe actuarial assumptions—including interest assumptions—for valuing and paying plan benefits of terminating singleemployer plans covered by title IV of the Employee Retirement Income Security Act of 1974. The interest assumptions are intended to reflect current conditions in the financial and annuity markets. Three sets of interest assumptions are prescribed: (1) A set for the valuation of benefits for allocation purposes under section 4044 (found in appendix B to part 4044), (2) a set for the PBGC to use to determine whether a benefit is payable as a lump sum and to determine lump-sum amounts to be paid by the PBGC (found in appendix B to part 4022), and (3) a set for private-sector pension practitioners to refer to if they wish to use lump-sum interest rates determined using the PBGC’s historical methodology (found in appendix C to part 4022). Accordingly, this amendment (1) Adds to appendix B to part 4044 the interest assumptions for valuing benefits for allocation purposes in plans with valuation dates during October 2005, (2) PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 54477 adds to appendix B to part 4022 the interest assumptions for the PBGC to use for its own lump-sum payments in plans with valuation dates during October 2005, and (3) adds to appendix C to part 4022 the interest assumptions for private-sector pension practitioners to refer to if they wish to use lump-sum interest rates determined using the PBGC’s historical methodology for valuation dates during October 2005. For valuation of benefits for allocation purposes, the interest assumptions that the PBGC will use (set forth in appendix B to part 4044) will be 3.50 percent for the first 20 years following the valuation date and 4.75 percent thereafter. These interest assumptions represent a decrease (from those in effect for August 2005) of 0.10 percent for the first 20 years following the valuation date and are otherwise unchanged. The interest assumptions that the PBGC will use for its own lump-sum payments (set forth in appendix B to part 4022) will be 2.25 percent for the period during which a benefit is in pay status and 4.00 percent during any years preceding the benefit’s placement in pay status. These interest assumptions represent a decrease (from those in effect for August 2005) of 0.25 percent for the period during which a benefit is in pay status and are otherwise unchanged. For private-sector payments, the interest assumptions (set forth in appendix C to part 4022) will be the same as those used by the PBGC for determining and paying lump sums (set forth in appendix B to part 4022). The PBGC has determined that notice and public comment on this amendment are impracticable and contrary to the public interest. This finding is based on the need to determine and issue new interest assumptions promptly so that the assumptions can reflect, as accurately as possible, current market conditions. Because of the need to provide immediate guidance for the valuation and payment of benefits in plans with valuation dates during October 2005, the PBGC finds that good cause exists for making the assumptions set forth in this amendment effective less than 30 days after publication. The PBGC has determined that this action is not a ‘‘significant regulatory action’’ under the criteria set forth in Executive Order 12866. Because no general notice of proposed rulemaking is required for this amendment, the Regulatory Flexibility Act of 1980 does not apply. See 5 U.S.C. 601(2). E:\FR\FM\15SER1.SGM 15SER1

Agencies

[Federal Register Volume 70, Number 178 (Thursday, September 15, 2005)]
[Rules and Regulations]
[Pages 54474-54477]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-18212]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22413; Directorate Identifier 2005-NM-167-AD; 
Amendment 39-14271; AD 2005-19-06]
RIN 2120-AA64


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

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

ACTION: Final rule; request for comments.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-
200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. This AD 
requires repetitive detailed and ultrasonic inspections of the thrust 
links of the rear engine mounts for any crack or fracture and 
corrective actions if necessary. This AD results from the finding of a 
fractured forward lug of the rear engine mount thrust link on the 
number one strut. We are issuing this AD to detect and correct cracked 
or fractured thrust links that could lead to the loss of the load path 
for the rear engine mount bulkhead and damage to other primary engine 
mount structure, which could result in the in-flight separation of the 
engine from the airplane and consequent loss of control of the 
airplane.

DATES: This AD becomes effective September 30, 2005.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of September 30, 
2005.
    We must receive comments on this AD by November 14, 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.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

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:

Discussion

    We have received a report indicating that one operator found a 
fractured forward lug of the rear engine mount thrust link on the 
number one strut. The fractured thrust link was found on a Model 747-
200B series airplane equipped with Pratt & Whitney JT9D-7Q engines. The 
fractured thrust link had accumulated 91,173 total flight hours (and 
27,931 total flight cycles). The fracture occurred about 65,000 flight 
hours (and 14,000 flight cycles) after the thrust link had been 
overhauled to replace a worn spherical bearing. The same operator also 
reported finding a cracked thrust link on the number one strut of a 
Model 747-200B series airplane equipped with Pratt & Whitney JT9D-7Q 
engines. That cracked thrust link had accumulated about 66,000 total 
flight hours (and about 19,000 total flight cycles) and about 55,700 
flight hours (and about 11,100 flight cycles) since it was last 
overhauled. Metallurgical analysis by the airplane manufacturer 
indicates that cracking of the high-strength steel thrust links 
resulted from fatigue. In both of the reported incidents, cracking 
could have occurred before the overhaul. Continued airplane operation 
with a cracked or fractured thrust link could lead to the loss of the 
load path for the rear engine mount bulkhead and damage to other 
primary engine mount structure. This condition, if not detected and 
corrected, could result in the in-flight separation of the engine from 
the airplane and consequent loss of control of the airplane.
    The rear engine mount thrust links on the Model 747-200B series 
airplanes equipped with Pratt & Whitney JT9D-7Q engines are similar to 
those on the affected Model 747-100, 747-100B, 747-100B SUD, 747-200C, 
747-200F, 747-300, 747SR, and 747SP series airplanes, equipped with 
Pratt & Whitney JT9D-3 and -7 series engines, except JT9D-70 engines. 
Therefore, all of these models may be subject to the same unsafe 
condition.

Other Related Rulemaking

    On July 19, 2001, we issued AD 2001-15-15, amendment 39-12349 (66 
FR 39425, dated July 31, 2001), applicable to certain Boeing Model 747 
airplanes powered by Pratt & Whitney JT9D-7 series engines. That AD 
requires detailed visual inspections of the lugs on the bulkhead 
fitting of the rear engine mounts, and corrective action if necessary. 
That AD also requires ultrasonic inspections and, for certain 
airplanes, rework of the bulkhead fitting of the rear engine mounts. 
Reworking the lugs on the bulkhead fitting of the rear engine mounts 
(in accordance with ``Part 5--Rework'' of the Accomplishment 
Instructions of Boeing Service Bulletin 747-54A2200, Revision 1, dated 
February 15, 2001) as specified in paragraphs (b)(2), (e), and (f) of 
AD 2001-15-15 is acceptable for compliance with ``Part 3--Rear Engine 
Mount Bulkhead Inspection and Lug Overhaul and Upper Fitting Overhaul 
and Bolt Replacement'' of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 747-71A2309, dated August 18, 2005 (which is 
referenced as the appropriate source of service information for doing 
the actions required by this AD).
    On March 24, 2004, we issued AD 2004-07-22, amendment 39-13566 (69 
FR 18250, April 7, 2004), applicable to all Boeing Model 747 airplanes. 
(A correction to AD 2004-07-22 was published in the Federal Register on 
May 3, 2004 (69 FR 24063).) That AD requires that the FAA-approved 
maintenance inspection program be revised to include inspections that 
will give no less than the required damage tolerance rating for each 
structural significant item (SSI), and repair of cracked structure. 
Accomplishing the inspections and repetitive overhaul or replacement 
specified in paragraphs (g) and (j) of this AD are approved as an 
alternative method of compliance to paragraphs (c) and (d) of AD 2004-
07-22 for the inspections of SSI S-2, for the thrust links only, of the 
Boeing Supplemental Structural Inspection Document D6-35022, Revision 
G, dated December 2000.

[[Page 54475]]

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 747-71A2309, dated 
August 18, 2005. The service bulletin describes procedures for doing 
detailed and ultrasonic inspections of the thrust link lugs of the rear 
engine mount of struts 1, 2, 3, and 4 for any crack or fracture and 
other specified and corrective actions as applicable.
    If a thrust link is not cracked or fractured, the service bulletin 
specifies repeating the detailed and ultrasonic inspections and doing 
other specified actions. The other specified actions are to 
repetitively replace the thrust link with a new or overhauled thrust 
link, which ends the repetitive inspections of the thrust link lugs.
    If a thrust link is cracked, the corrective action is to 
repetitively replace the cracked thrust link with a new or overhauled 
thrust link. If the thrust link is fractured, the corrective actions 
include the following:
     Repetitively replacing the fractured thrust link with a 
new or overhauled thrust link (Part 2 of the Accomplishment 
Instructions of the service bulletin).
     Inspecting the upper fitting assembly of the rear engine 
mount for cracks and material deformation and repairing if necessary; 
doing a detailed inspection of the bulkhead assembly of the rear engine 
mount for cracks, fracture, and material deformation and contacting the 
manufacturer for additional instructions if necessary; overhauling the 
lugs of the rear engine mount bulkhead and upper fitting assembly and 
contacting the manufacturer for additional instructions if necessary; 
and replacing the bolts that attach the upper fitting to the rear 
engine mount bulkhead with new bolts (Part 3 of the Accomplishment 
Instructions of the service bulletin).
     Doing the inspection of the engine nacelle for damage, as 
specified in Chapter 05-51-06 of the Boeing 747-100/-200/-300 Airplane 
Maintenance Manual, and contacting the manufacturer for additional 
instructions if necessary (Part 4 of the Accomplishment Instructions of 
the service bulletin).
     Doing a detailed inspection of the forward engine mount 
for material deformation and contacting the manufacturer for additional 
instructions if necessary (Part 5 of the Accomplishment Instructions of 
the service bulletin).

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. For this reason, we 
are issuing this AD to detect and correct cracked or fractured thrust 
links of the rear engine mount that could lead to the loss of the load 
path for the rear engine mount bulkhead and damage to other primary 
engine mount structure, which could result in the in-flight separation 
of the engine from the airplane and consequent loss of control of the 
airplane. This AD requires repetitive detailed and ultrasonic 
inspections of the thrust link lugs of the rear engine mount of struts 
1, 2, 3, and 4 for any crack or fracture and corrective actions as 
applicable in accordance with the service information described above, 
except as discussed under ``Differences Between the AD and Service 
Bulletin.''

Differences Between the AD and Service Bulletin

    The service bulletin specifies to contact the manufacturer for 
instructions on how to repair certain conditions, but this AD requires 
repairing 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 Commercial Airplanes Delegation Option Authorization 
Organization whom we have authorized to make those findings.
    The service bulletin specifies doing corrective actions if a 
fractured thrust link is found during any required inspections, but 
does not specify what action to take if one is found during any 
replacement or overhaul of the thrust link. This AD requires 
accomplishing those same corrective actions before further flight, 
whether the fractured thrust link is found during an inspection, 
replacement, or overhaul. (Those corrective actions are defined in the 
``Relevant Service Information'' section of this AD.) This difference 
has been coordinated with the manufacturer.
    Although the service bulletin recommends repetitively replacing the 
thrust links of the rear engine mounts with new or overhauled thrust 
links at an initial threshold of within 36 months after issuance of the 
service bulletin, this AD is not mandating those replacements in this 
rulemaking action. Instead, we have included those replacements as an 
optional terminating action in this AD.

Interim Action

    This is considered to be interim action. The FAA is currently 
considering requiring the repetitive replacement or overhaul of the 
thrust links of the rear engine mounts, which will constitute 
terminating action for the repetitive inspections required by this AD 
action. However, the planned compliance time for the other specified 
actions is sufficiently long so that notice and opportunity for prior 
public comment will be practicable.

FAA's Determination of the Effective Date

    Since an unsafe condition exists that requires the immediate 
adoption of this AD, we have found that notice and opportunity for 
public comment before issuing this AD are impracticable, and that good 
cause exists to make this AD effective in less than 30 days.

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 in the ADDRESSES section. Include ``Docket No. FAA-2005-
22413; Directorate Identifier 2005-NM-167-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the AD that might 
suggest a need to modify it.
    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 that 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 may review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78), or you may visit 
https://dms.dot.gov.

Examining the Dockets

    You may 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

[[Page 54476]]

the AD docket shortly after the Docket Management System receives them.

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 and placed it in the AD docket. 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 Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2005-19-06 Boeing: Amendment 39-14271. Docket No. FAA-2005-22413; 
Directorate Identifier 2005-NM-167-AD.

Effective Date

    (a) This AD becomes effective September 30, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B 
SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series 
airplanes, certificated in any category; equipped with Pratt & 
Whitney JT9D-3 and -7 series engines, except JT9D-70 engines; as 
identified in Boeing Alert Service Bulletin 747-71A2309, dated 
August 18, 2005.

Unsafe Condition

    (d) This AD results from the finding of a fractured forward lug 
of the rear engine mount thrust link on the number one strut. We are 
issuing this AD to detect and correct cracked or fractured thrust 
links that could lead to the loss of the load path for the rear 
engine mount bulkhead and damage to other primary engine mount 
structure, which could result in the in-flight separation of the 
engine from the airplane and consequent loss of control 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.

Service Bulletin References

    (f) The term ``service bulletin,'' as used in this AD, means the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
71A2309, dated August 18, 2005.

Repetitive Inspections of Thrust Links

    (g) Within 90 days after the effective date of this AD, do a 
detailed inspection and ultrasonic inspection of thrust link lugs 
having part number (P/N) 65B90360-1 or -4 of the rear engine mount 
of struts 1, 2, 3, and 4 for any crack or fracture, in accordance 
with Part 1 of the service bulletin. If the thrust link is not found 
cracked or fractured: Repeat the inspections thereafter at intervals 
not to exceed 1,200 flight cycles or 18 months, whichever is first, 
until the optional repetitive replacement or overhaul of the thrust 
link as specified in paragraph (j) of this AD is accomplished. 
Accomplishing the repetitive replacement or overhaul of a thrust 
link specified in paragraph (h) or (j) of this AD terminates the 
repetitive inspections for that thrust link only.

Corrective Actions

    (h) If a cracked thrust link is found during any inspection 
required by paragraph (g) of this AD or during any replacement or 
overhaul done in accordance with the service bulletin: Before 
further flight, do the actions specified in paragraph (h)(1) of this 
AD. If a fractured thrust link is found during any inspection 
required by paragraph (g) of this AD or during any replacement or 
overhaul done in accordance with the service bulletin: Before 
further flight, do the actions specified in paragraphs (h)(1) and 
(h)(2) of this AD.
    (1) Replace the cracked thrust link with a new or overhauled 
thrust link in accordance with Part 2 of the service bulletin; 
except as provided by paragraph (i) of this AD. Repeat the 
replacement at the applicable compliance time specified in paragraph 
(h)(1)(i) or (h)(2)(ii) of this AD.
    (i) For replacement with a thrust link assembly having P/N 
65B90360-1 or -4: Thereafter at intervals not to exceed 6,000 flight 
cycles.
    (ii) For replacement with a thrust link assembly having P/N 
65B90360-7: Thereafter at intervals not to exceed 12,000 flight 
cycles.
    (2) Do the corrective actions in accordance with Parts 3, 4, and 
5 of the service bulletin; except as provided by paragraph (i) of 
this AD.
    (i) Where the service bulletin specifies to contact Boeing for 
appropriate action, do the corrective action using a method approved 
in accordance with paragraph (l) of this AD.

Optional Repetitive Replacement or Overhaul of a Thrust Link

    (j) For a thrust link that is not found cracked or fractured 
during the inspections required by paragraph (g) of this AD: 
Repetitive replacement of the thrust link with a new or overhauled 
thrust link at the applicable compliance time specified in paragraph 
(j)(1) or (j)(2) of this AD, in accordance with Part 2 of the 
service bulletin, terminates the repetitive inspections required by 
paragraph (g) of this AD for that thrust link only. If a cracked or 
fractured thrust link is found during any replacement or overhaul 
done in accordance with the service bulletin: Before further flight, 
do the applicable corrective actions specified in paragraph (h) of 
this AD at the applicable compliance time specified in that 
paragraph.
    (1) For a thrust link assembly having P/N 65B90360-1 or -4: 
Within 36 months after the effective date of this AD. Thereafter at 
intervals not to exceed 6,000 flight cycles.
    (2) For a thrust link assembly having P/N 65B90360-7: Within 
12,000 flight cycles after the new or overhauled thrust link has 
been installed. Thereafter at intervals not to exceed 12,000 flight 
cycles.

Credit for Certain Corrective Actions

    (k) Reworking the lugs on the bulkhead fitting of the rear 
engine mount as specified in paragraphs (b)(2), (e), and (f) of AD 
2001-15-15, amendment 39-12349, is acceptable for compliance with 
accomplishing the corrective action specified in ``Part 3--Rear 
Engine Mount Bulkhead Inspection and Lug

[[Page 54477]]

Overhaul and Upper Fitting Overhaul and Bolt Replacement'' of the 
service bulletin.

Alternative Methods of Compliance (AMOCs)

    (l)(1) The Manager, Seattle Aircraft Certification Office (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 
Authorized Representative for the Boeing Commercial Airplanes 
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 refer to this 
AD.
    (3) The actions identified in paragraphs (g) and (j) of this AD 
are approved as an AMOC to paragraphs (c) and (d) of AD 2004-07-22, 
amendment 39-13566, for the inspections of structural significant 
item S-2, for the thrust links only, of Boeing Supplemental 
Structural Inspection Document D6-35022, Revision G, dated December 
2000. All provisions of AD 2004-07-22 that are not specifically 
referenced in this paragraph, including the initial inspection 
threshold required by paragraph (d) of AD 2004-07-22, remain fully 
applicable and must be complied with.

Material Incorporated by Reference

    (m) You must use Boeing Alert Service Bulletin 747-71A2309, 
dated August 18, 2005, to perform the actions that are required by 
this AD, unless the AD specifies otherwise. The Director of the 
Federal Register approved the incorporation by reference of this 
document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street SW., room PL-401, Nassif 
Building, Washington, DC; on the Internet at https://dms.dot.gov; or 
at 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 September 6, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-18212 Filed 9-14-05; 8:45 am]
BILLING CODE 4910-13-P

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