Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR Series Airplanes, 54677-54680 [05-18400]
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Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules
the certification basis of the airplane and 14
CFR 25.571, Amendment 45, and the
approval must specifically refer to this AD.
(3) Inspections required by this AD of
specified areas of Principal Structural
Element (PSE) 53.08.044 are acceptable for
compliance with the applicable requirements
of paragraphs (a) and (b) of AD 93–01–15,
amendment 39–8469 (58 FR 5576, January
22, 1993). The remaining areas of the affected
PSEs must be inspected and repaired as
applicable, in accordance with AD 93–01–15.
Issued in Renton, Washington, on
September 7, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–18401 Filed 9–15–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22426; Directorate
Identifier 2005–NM–105–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747–100, 747–100B, 747–100B
SUD, 747–200B, 747–200C, 747–300,
747–400, 747–400D, and 747SR Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for all
Boeing Model 747–100, 747–100B, 747–
100B SUD, 747–200B, 747–200C, 747–
300, 747–400, 747–400D, and 747SR
series airplanes. This proposed AD
would require a one-time inspection to
determine whether any steel doubler
(small or large) is installed at the lower
forward and upper aft corners of the
fuselage cutout at main entry doors
(MEDs) number 3. Depending on the
results of this inspection, this proposed
AD also would require repetitive
inspections for cracks of the skin,
bearstrap, and small steel doubler (if
installed) at the applicable corner or
corners of the fuselage cutouts, and
related investigative/corrective actions
if necessary. This proposed AD also
would provide the optional terminating
action for the repetitive inspections of
installing a large steel doubler at the
affected corners. This proposed AD is
prompted by reports of cracks in the
skin and bearstrap at the upper aft
corner and at the lower forward corner
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Jkt 205001
of the fuselage cutout at MEDs number
3. We are proposing this AD to detect
and correct cracks in the skin, bearstrap,
and small steel doubler (if installed),
which could propagate and result in
rapid decompression of the airplane.
DATES: We must receive comments on
this proposed AD by October 31, 2005.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed 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.
• By fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this proposed AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
You can examine the contents of this
AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., room PL–401, on the plaza level of
the Nassif Building, Washington, DC.
This docket number is FAA–2005–
22426; the directorate identifier for this
docket is 2005–NM–105–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:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed under
ADDRESSES. Include ‘‘Docket No. FAA–
2005–22426; Directorate Identifier
2005–NM–105–AD’’ in the subject line
of your comments. We specifically
invite comments on the overall
regulatory, economic, environmental,
and energy aspects of the proposed AD.
We will consider all comments
submitted by the closing date and may
amend the proposed AD in light of those
comments.
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Sfmt 4702
54677
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 proposed AD.
Using the search function of that
website, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You can
review DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you can visit https://
dms.dot.gov.
Examining the Docket
You can examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System (DMS) receives
them.
Discussion
We have received a report indicating
that seven operators of the affected
airplanes have found cracks in the skin
and bearstrap at the upper aft corner of
the fuselage cutout at main entry doors
(MEDs) number 3. These cracks, which
were between 0.6 inch and 2.5 inches in
length, were found on airplanes that had
accumulated between 12,140 and 23,927
flight cycles. We have received other
reports indicating that some operators
also found cracks in the skin and
bearstrap at the lower forward corner of
the fuselage cutout at MEDs number 3.
These cracks were between 0.5 inch and
4.0 inches in length, and were found on
airplanes that had accumulated between
11,986 and 23,083 flight cycles. Cracks
in the skin, bearstrap, and small steel
doubler, if not detected and corrected,
could propagate and result in rapid
decompression of the airplane.
Other Relevant Rulemaking
On December 8, 1992, we issued AD
92–27–04, amendment 39–8437 (57 FR
59801, December 16, 1992) for certain
Boeing Model 747 series airplanes. [A
correction of that AD was published in
the Federal Register on February 17,
1993 (58 FR 8693)]. We issued that AD
to prevent the structural degradation of
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Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules
the airplane by requiring various
repetitive inspections of the airplane
structure for cracks, and repair if any
crack is found. AD 92–27–04 refers to
Section 4 of Boeing Document No. D6–
35999, Revision C, dated January 21,
1992, as the appropriate source of
service information for doing the
various inspections and repairs. Boeing
Document No. D6–35999 in turn refers
to Boeing Service Bulletin 747–53–2218,
Revision 4, dated November 9, 1989, as
the appropriate source of service
information for doing the specific
inspections of the lower forward corner
of the fuselage cutout at MEDs number
3, and doing any necessary repairs.
Installing a small or large steel doubler
at the lower forward corner of the cutout
in accordance with Boeing Service
Bulletin 747–53–2218 terminates the
repetitive inspection requirements of
AD 92–27–04 for that area.
On April 22, 1993, we issued AD 93–
08–12, amendment 39–8559, (58 FR
27927, May 12, 1993), for certain Boeing
Model 747 series airplanes. That AD
requires repetitive detailed visual
internal inspections to detect cracks in
various areas of the fuselage internal
structure, and repair if necessary.
Among other areas of the fuselage, AD
93–08–12 requires inspection of the
upper aft and lower forward corners of
the fuselage cutout at MEDs number 3,
with and without steel doublers
installed at those corners. Boeing
Service Bulletin 747–53A2512, Revision
1, dated August 11, 2005, which is
described below and cited as the
appropriate source of service
information for this new proposed AD,
refers to AD 93–08–12. However, on
May 14, 2002, we issued AD 2002–10–
10, amendment 39–12756, (67 FR
36081, May 23, 2002) to supersede AD
93–08–12. AD 2002–10–10 retains the
requirements of AD 93–08–12 for the
area affected by this new proposed AD,
but adds new repetitive inspections for
cracking in certain areas of the upper
chord of the upper deck floor beams,
and repair if necessary. AD 93–08–12
and AD 2002–10–10 refer to Boeing
Service Bulletin 747–53–2349, dated
June 27, 1991, as the appropriate source
of service information for doing the
inspections and repair if necessary. In
addition, on April 1, 2005, we issued a
proposed AD that would supersede AD
2002–10–10. That proposed AD (Docket
No. FAA–2005–20880, Directorate
Identifier 2003-NM–229-AD, 70 FR
18332, April 11, 2005) would retain
certain requirements of AD 2002–10–10
but add repetitive inspections for
cracking of additional areas of the
fuselage internal structure and related
investigative/corrective actions.
Relevant Service Information
We have reviewed Boeing Service
Bulletin 747–53A2512, including 747–
53A2512, Revision 1, dated August 11,
2005. The service bulletin describes
procedures for repetitive inspections to
determine the size and presence of any
steel doubler installed at the lower
forward and/or upper aft corners of the
fuselage cutout at MEDs number 3. If a
large steel doubler was previously
installed in accordance with Boeing
Service Bulletin 747–53–2218
(described below), or the Boeing 747–
100/200/300 Structural Repair Manual
(SRM), Service Bulletin 747–53A2512
states that no further action is required
for that corner. For lower forward
corners that have no steel doubler
installed, the service bulletin states that
inspections and any applicable repairs
are done in accordance with Boeing
Service Bulletin 747–53–2218 (AD 92–
27–04).
For all other corners and doubler
configurations, the service bulletin gives
various intervals for initial and
repetitive inspections for cracks of the
skin, bearstrap, and small steel doubler
(if installed) at the lower forward and
upper aft corners of the fuselage cutout
at MEDs number 3. There are two
options given in Boeing Service Bulletin
747–53A2512 for doing the initial and
repetitive inspections. The first option
is to do a detailed inspection. The
second option is to do a high-frequency
eddy current (HFEC) inspection. The
service bulletin specifies that operators
should also do a general visual
inspection to detect cracks in the small
steel doubler (if installed) and any
previous repair trimouts in the bearstrap
and skin at the same time as the initial
detailed or HFEC inspection. The
inspection thresholds and repetitive
intervals specified in the service
bulletin are described in the table
below.
INSPECTION THRESHOLDS AND REPETITIVE INTERVALS
For airplanes that have—
Do the first inspection of that corner—
A small steel doubler installed at the upper aft
corner in production or in accordance with
Boeing service bulletin 747–53–2025 (described below).
A small steel doubler installed at the lower forward corner in production or in accordance
with Boeing service bulletin 747–53–2218
(described below).
No steel doubler (large or small) installed at the
upper aft corner.
At the later of 10,000 total flight cycles or
within 1,000 flight cycles after the original
issue date of Boeing Service Bulletin 747–
53A2512.
At the later of 10,000 total flight cycles or
within 1,000 flight cycles after the original
issue date of Boeing Service Bulletin 747–
53A2512.
At the later of 10,000 total flight cycles or
within 1,000 flight cycles after the original
issue date of Boeing Service Bulletin 747–
53A2512.
If the general visual inspection shows
evidence of previous repair trimouts in
the skin and/or bearstrap, the service
bulletin gives procedures for doing a
related investigative action. This related
investigative action is doing an X-ray or
detailed inspection for cracks at the
repair trimouts. If no crack is found
during the X-ray or detailed inspection,
the service bulletin states that operators
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18:38 Sep 15, 2005
Jkt 205001
should repeat the applicable detailed or
HFEC inspection at the applicable
interval in the table above.
If any crack is found during any
detailed, HFEC, or X-ray inspection, the
service bulletin specifies that operators
should do another related investigative
action before further flight. This related
investigative action is a dye penetrant or
HFEC inspection to measure the crack
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Fmt 4702
Sfmt 4702
Repeat the detailed or HFEC inspection
thereafter at intervals not to exceed—
3,000 flight cycles.
6,000 flight cycles.
1,000 flight cycles.
length in order to determine the
procedures for corrective action. After
the crack length is determined, the
service bulletin then specifies that
operators should do the applicable
corrective action before further flight. If
all cracks are inside certain zones
specified in the service bulletin, the
corrective action is repairing the area by
trimming out or stop-drilling the crack,
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Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules
and installing a large steel doubler at the
applicable cutout corner. Installing a
large steel doubler terminates the
repetitive inspections for that corner. If
any crack is outside certain zones
specified in the service bulletin, the
corrective action is asking Boeing for
repair data so that the repair can be
accomplished before further flight. The
service bulletin also states that crack
findings should be reported to Boeing.
Accomplishing the actions specified
in the service information described
above is intended to adequately address
the unsafe condition.
Boeing Alert Service Bulletin 747–
53A2512 refers to Boeing Service
Bulletin 747–53–2218, Revision 4, dated
November 9, 1989, as an additional
source of service information for
inspecting airplanes that do not have a
steel doubler (large or small) installed at
the lower forward corner of the fuselage
cutout at MEDs number 3. AD 92–27–
04 refers to Section 4 of Boeing
Document No. D6–35999, Revision C,
dated January 21, 1992 as the
appropriate source of service
information for doing the various
inspections and repairs. Boeing
Document No. D6–35999 in turn refers
to Boeing Service Bulletin 747–53–2218,
Revision 4, dated November 9, 1989, as
the appropriate source of service
information for doing the specific
inspections of the lower forward corner
of the fuselage cutout at MEDs number
3, and doing any necessary repairs.
Boeing has also issued Boeing Service
Bulletin 53–2025, Revision 2, dated
March 22, 1974. This service bulletin
describes procedures for reinforcing the
cutout at MEDs number 3.
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to exist or
develop on other airplanes of this same
type design. Therefore, we are
proposing this AD, which would require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Differences Between the Proposed AD
and Boeing Service Bulletin 747–
53A2512.’’
Although installing a small steel
doubler at the lower forward corner of
the cutout at MED number 3 terminates
the repetitive inspection requirements
of AD 92–27–04 for that area,
inspections of that area would again be
required by this proposed AD. Installing
a large steel doubler in that area in
accordance with this proposed AD or in
accordance with Boeing Service Bulletin
747–53–2218 would terminate the
repetitive inspection requirements of
both AD 92–27–04 and this proposed
AD for that area. Although AD 92–27–
04 allows installation of a small steel
doubler, this proposed AD would not
allow that action after the effective date
of the proposed AD.
Differences Between the Proposed AD
and Boeing Service Bulletin 747–
53A2512
Boeing Service Bulletin 747–53A2512
specifies compliance times relative to
the date of issuance of the service
bulletin; however, this proposed AD
would require compliance before the
specified compliance time after the
effective date of this AD.
54679
Boeing Service Bulletin 747–53A2512
specifies that you may contact the
manufacturer for instructions on how to
repair certain conditions, but this
proposed AD would require you to
repair those conditions in one of the
following ways:
• Using a method that we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by an
Authorized Representative for the
Boeing Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make those findings.
Although the Accomplishment
Instructions of Boeing Service Bulletin
747–53A2512 describe procedures for
reporting crack findings to Boeing, this
proposed AD would not require those
actions. We do not need this
information from operators.
These differences have been
coordinated with Boeing.
Clarification of Inspection Language
Boeing Service Bulletin 747–53A2512
refers to a ‘‘visual check of the MED
number 3 cutout to determine if a small,
large, or no steel doubler is installed.’’
We have determined that the procedures
in the service bulletin should be
described as a ‘‘general visual
inspection.’’ The service bulletin
includes a definition of this inspection.
Costs of Compliance
There are about 710 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs for U.S. operators to
comply with this proposed AD.
ESTIMATED COSTS
Action
Work
hours
One-time general visual inspection.
Average labor
rate per hour
1
$65
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
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18:38 Sep 15, 2005
Jkt 205001
Cost per
airplane
Parts
None .........................................
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
proposed AD would not have federalism
implications under Executive Order
PO 00000
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Fmt 4702
Sfmt 4702
$65
Number of
U.S.-registered
airplanes
170
Fleet cost
$11,050
13132. This proposed AD would 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 proposed 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
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Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules
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 proposed 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, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
Boeing: Docket No. FAA–2005–22426;
Directorate Identifier 2005–NM–105–AD.
Comments Due Date
(a) The Federal Aviation Administration
(FAA) must receive comments on this AD
action by October 31, 2005.
Affected ADs
(b) Installing a large steel doubler at the
lower forward corner of the fuselage cutout
at main entry doors (MEDs) number 3 in
accordance with AD 92–27–04, amendment
39–8437, terminates the inspection
requirements of this AD for that area only.
Applicability
(c) This AD applies to all Model 747–100,
747–100B, 747–100B SUD, 747–200B, 747–
200C, 747–300, 747–400, 747–400D, and
747SR series airplanes, certificated in any
category.
Unsafe Condition
(d) This AD was prompted by reports of
cracks in the skin and bearstrap at the upper
aft corner and at the lower forward corner of
the fuselage cutout at MEDs number 3. We
are issuing this AD to detect and correct
cracks in the skin, bearstrap, and small steel
doubler (if installed), which could propagate
and result in rapid decompression 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.
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18:38 Sep 15, 2005
Jkt 205001
Service Bulletin Reference
(f) The term ‘‘service bulletin,’’ as used in
this AD, means the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2512, Revision 1, dated August 11,
2005.
Inspection for Steel Doublers
(g) Prior to the accumulation of 10,000 total
flight cycles or within 1,000 flight cycles
after the effective date of this AD, whichever
occurs later: Do a general visual inspection
of the lower forward and upper aft corners
of the fuselage cutout at MEDs number 3 to
determine whether a small, a large, or no
steel doubler is installed, and do the
applicable action in paragraphs (g)(1) or (g)(2)
of this AD. Do all actions in accordance with
the service bulletin.
(1) If a large steel doubler is installed, or
if no steel doubler is installed at the lower
forward cutout, no further action is required
by this AD for that cutout corner, except the
requirements of paragraph (m) of this AD
continue to apply.
Note 1: Boeing Alert Service Bulletin 747–
53A2512 refers to Boeing Service Bulletin
747–53–2218, Revision 4, dated November 9,
1989, as an additional source of service
information for inspecting airplanes that are
determined by the inspection required by
paragraph (g) of this AD to have no steel
doubler (large or small) installed at the lower
forward corner of the fuselage cutout at
MEDs number 3.
(2) For all doubler configurations except
those specified in paragraph (g)(1) of this AD,
do the actions in paragraph (h) of this AD at
the applicable time in that paragraph.
Inspections for Cracks, and Related
Investigative and Corrective Actions
(h) For the doubler configurations specified
in paragraph (g)(2) of this AD (except as
required by paragraph (i) of this AD), at the
times specified in paragraph 1.E.
‘‘Compliance’’ of the service bulletin: Do the
applicable inspections for cracks in the skin
and bearstrap at the upper aft corner and at
the lower forward corner of the fuselage
cutout at MEDs number 3, and do any related
investigative actions and corrective actions
before further flight by doing all the actions
in accordance with the service bulletin.
Repeat the inspections thereafter at the
intervals specified in paragraph 1.E,
‘‘Compliance’’ of the service bulletin. Where
the service bulletin specifies to contact the
manufacturer for instructions on how to
repair certain conditions, do the repair using
a method approved in accordance with the
procedures specified in paragraph (n) of this
AD.
(i) Where the service bulletin specifies
compliance times relative to the date of
issuance of the service bulletin, this AD
requires compliance relative to the effective
date of this AD.
Terminating Action
(j) Installing a large steel doubler in
accordance with the service bulletin
terminates the repetitive inspection
requirements of this AD for the corner of the
fuselage cutout at MEDs number 3 at which
the large steel doubler is installed.
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Fmt 4702
Sfmt 4702
No Reporting Required
(k) Although the service bulletin
referenced in this AD specifies to submit
certain information to the manufacturer, this
AD does not include that a requirement.
Actions Done in Accordance With Original
Issue of Service Bulletin
(l) Actions done before the effective date of
this AD in accordance with Boeing Service
Bulletin 747–53A2512, dated May 5, 2005,
are acceptable for compliance with the
requirements with the corresponding actions
of this AD.
Parts Installation
(m) After the effective date of this AD, no
person may install on any airplane a small
steel doubler at the lower forward corner of
the fuselage cutout at MEDs number 3, as
described in Appendix A of the service
bulletin.
Note 2: Although AD 92–27–04,
amendment 39–8437, has a terminating
action of installing a small steel doubler in
accordance with Boeing Service Bulletin
747–53–2218, Revision 4, dated November 9,
1989, that action is not allowed after the
effective date of this AD.
Alternative Methods of Compliance
(AMOCs)
(n)(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested in accordance with the
procedures found in 14 CFR 39.19.
(2) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
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.
Issued in Renton, Washington, on
September 7, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–18400 Filed 9–15–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF THE TREASURY
Internal Revenue Service
26 CFR Part 31
[REG–104143–05]
RIN 1545–BE32
Application of the Federal Insurance
Contributions Act to Payments Made
for Certain Services; Correction
Internal Revenue Service (IRS),
Treasury.
ACTION: Correction to notice of proposed
rulemaking.
AGENCY:
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]]>Agencies
[Federal Register Volume 70, Number 179 (Friday, September 16, 2005)]
[Proposed Rules]
[Pages 54677-54680]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-18400]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22426; Directorate Identifier 2005-NM-105-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR
Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-
200C, 747-300, 747-400, 747-400D, and 747SR series airplanes. This
proposed AD would require a one-time inspection to determine whether
any steel doubler (small or large) is installed at the lower forward
and upper aft corners of the fuselage cutout at main entry doors (MEDs)
number 3. Depending on the results of this inspection, this proposed AD
also would require repetitive inspections for cracks of the skin,
bearstrap, and small steel doubler (if installed) at the applicable
corner or corners of the fuselage cutouts, and related investigative/
corrective actions if necessary. This proposed AD also would provide
the optional terminating action for the repetitive inspections of
installing a large steel doubler at the affected corners. This proposed
AD is prompted by reports of cracks in the skin and bearstrap at the
upper aft corner and at the lower forward corner of the fuselage cutout
at MEDs number 3. We are proposing this AD to detect and correct cracks
in the skin, bearstrap, and small steel doubler (if installed), which
could propagate and result in rapid decompression of the airplane.
DATES: We must receive comments on this proposed AD by October 31,
2005.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed 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.
By fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
You can examine the contents of this AD docket on the Internet at
https://dms.dot.gov, or in person at the Docket Management Facility,
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401,
on the plaza level of the Nassif Building, Washington, DC. This docket
number is FAA-2005-22426; the directorate identifier for this docket is
2005-NM-105-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:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2005-22426;
Directorate Identifier 2005-NM-105-AD'' in the subject line of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments submitted by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that website, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You can review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
can visit https://dms.dot.gov.
Examining the Docket
You can examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
(DMS) receives them.
Discussion
We have received a report indicating that seven operators of the
affected airplanes have found cracks in the skin and bearstrap at the
upper aft corner of the fuselage cutout at main entry doors (MEDs)
number 3. These cracks, which were between 0.6 inch and 2.5 inches in
length, were found on airplanes that had accumulated between 12,140 and
23,927 flight cycles. We have received other reports indicating that
some operators also found cracks in the skin and bearstrap at the lower
forward corner of the fuselage cutout at MEDs number 3. These cracks
were between 0.5 inch and 4.0 inches in length, and were found on
airplanes that had accumulated between 11,986 and 23,083 flight cycles.
Cracks in the skin, bearstrap, and small steel doubler, if not detected
and corrected, could propagate and result in rapid decompression of the
airplane.
Other Relevant Rulemaking
On December 8, 1992, we issued AD 92-27-04, amendment 39-8437 (57
FR 59801, December 16, 1992) for certain Boeing Model 747 series
airplanes. [A correction of that AD was published in the Federal
Register on February 17, 1993 (58 FR 8693)]. We issued that AD to
prevent the structural degradation of
[[Page 54678]]
the airplane by requiring various repetitive inspections of the
airplane structure for cracks, and repair if any crack is found. AD 92-
27-04 refers to Section 4 of Boeing Document No. D6-35999, Revision C,
dated January 21, 1992, as the appropriate source of service
information for doing the various inspections and repairs. Boeing
Document No. D6-35999 in turn refers to Boeing Service Bulletin 747-53-
2218, Revision 4, dated November 9, 1989, as the appropriate source of
service information for doing the specific inspections of the lower
forward corner of the fuselage cutout at MEDs number 3, and doing any
necessary repairs. Installing a small or large steel doubler at the
lower forward corner of the cutout in accordance with Boeing Service
Bulletin 747-53-2218 terminates the repetitive inspection requirements
of AD 92-27-04 for that area.
On April 22, 1993, we issued AD 93-08-12, amendment 39-8559, (58 FR
27927, May 12, 1993), for certain Boeing Model 747 series airplanes.
That AD requires repetitive detailed visual internal inspections to
detect cracks in various areas of the fuselage internal structure, and
repair if necessary. Among other areas of the fuselage, AD 93-08-12
requires inspection of the upper aft and lower forward corners of the
fuselage cutout at MEDs number 3, with and without steel doublers
installed at those corners. Boeing Service Bulletin 747-53A2512,
Revision 1, dated August 11, 2005, which is described below and cited
as the appropriate source of service information for this new proposed
AD, refers to AD 93-08-12. However, on May 14, 2002, we issued AD 2002-
10-10, amendment 39-12756, (67 FR 36081, May 23, 2002) to supersede AD
93-08-12. AD 2002-10-10 retains the requirements of AD 93-08-12 for the
area affected by this new proposed AD, but adds new repetitive
inspections for cracking in certain areas of the upper chord of the
upper deck floor beams, and repair if necessary. AD 93-08-12 and AD
2002-10-10 refer to Boeing Service Bulletin 747-53-2349, dated June 27,
1991, as the appropriate source of service information for doing the
inspections and repair if necessary. In addition, on April 1, 2005, we
issued a proposed AD that would supersede AD 2002-10-10. That proposed
AD (Docket No. FAA-2005-20880, Directorate Identifier 2003-NM-229-AD,
70 FR 18332, April 11, 2005) would retain certain requirements of AD
2002-10-10 but add repetitive inspections for cracking of additional
areas of the fuselage internal structure and related investigative/
corrective actions.
Relevant Service Information
We have reviewed Boeing Service Bulletin 747-53A2512, including
747-53A2512, Revision 1, dated August 11, 2005. The service bulletin
describes procedures for repetitive inspections to determine the size
and presence of any steel doubler installed at the lower forward and/or
upper aft corners of the fuselage cutout at MEDs number 3. If a large
steel doubler was previously installed in accordance with Boeing
Service Bulletin 747-53-2218 (described below), or the Boeing 747-100/
200/300 Structural Repair Manual (SRM), Service Bulletin 747-53A2512
states that no further action is required for that corner. For lower
forward corners that have no steel doubler installed, the service
bulletin states that inspections and any applicable repairs are done in
accordance with Boeing Service Bulletin 747-53-2218 (AD 92-27-04).
For all other corners and doubler configurations, the service
bulletin gives various intervals for initial and repetitive inspections
for cracks of the skin, bearstrap, and small steel doubler (if
installed) at the lower forward and upper aft corners of the fuselage
cutout at MEDs number 3. There are two options given in Boeing Service
Bulletin 747-53A2512 for doing the initial and repetitive inspections.
The first option is to do a detailed inspection. The second option is
to do a high-frequency eddy current (HFEC) inspection. The service
bulletin specifies that operators should also do a general visual
inspection to detect cracks in the small steel doubler (if installed)
and any previous repair trimouts in the bearstrap and skin at the same
time as the initial detailed or HFEC inspection. The inspection
thresholds and repetitive intervals specified in the service bulletin
are described in the table below.
Inspection Thresholds and Repetitive Intervals
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Repeat the detailed
Do the first or HFEC inspection
For airplanes that have-- inspection of that thereafter at
corner-- intervals not to
exceed--
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A small steel doubler At the later of 3,000 flight cycles.
installed at the upper aft 10,000 total flight
corner in production or in cycles or within
accordance with Boeing 1,000 flight cycles
service bulletin 747-53- after the original
2025 (described below). issue date of
Boeing Service
Bulletin 747-
53A2512.
A small steel doubler At the later of 6,000 flight cycles.
installed at the lower 10,000 total flight
forward corner in cycles or within
production or in accordance 1,000 flight cycles
with Boeing service after the original
bulletin 747-53-2218 issue date of
(described below). Boeing Service
Bulletin 747-
53A2512.
No steel doubler (large or At the later of 1,000 flight cycles.
small) installed at the 10,000 total flight
upper aft corner. cycles or within
1,000 flight cycles
after the original
issue date of
Boeing Service
Bulletin 747-
53A2512.
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If the general visual inspection shows evidence of previous repair
trimouts in the skin and/or bearstrap, the service bulletin gives
procedures for doing a related investigative action. This related
investigative action is doing an X-ray or detailed inspection for
cracks at the repair trimouts. If no crack is found during the X-ray or
detailed inspection, the service bulletin states that operators should
repeat the applicable detailed or HFEC inspection at the applicable
interval in the table above.
If any crack is found during any detailed, HFEC, or X-ray
inspection, the service bulletin specifies that operators should do
another related investigative action before further flight. This
related investigative action is a dye penetrant or HFEC inspection to
measure the crack length in order to determine the procedures for
corrective action. After the crack length is determined, the service
bulletin then specifies that operators should do the applicable
corrective action before further flight. If all cracks are inside
certain zones specified in the service bulletin, the corrective action
is repairing the area by trimming out or stop-drilling the crack,
[[Page 54679]]
and installing a large steel doubler at the applicable cutout corner.
Installing a large steel doubler terminates the repetitive inspections
for that corner. If any crack is outside certain zones specified in the
service bulletin, the corrective action is asking Boeing for repair
data so that the repair can be accomplished before further flight. The
service bulletin also states that crack findings should be reported to
Boeing.
Accomplishing the actions specified in the service information
described above is intended to adequately address the unsafe condition.
Boeing Alert Service Bulletin 747-53A2512 refers to Boeing Service
Bulletin 747-53-2218, Revision 4, dated November 9, 1989, as an
additional source of service information for inspecting airplanes that
do not have a steel doubler (large or small) installed at the lower
forward corner of the fuselage cutout at MEDs number 3. AD 92-27-04
refers to Section 4 of Boeing Document No. D6-35999, Revision C, dated
January 21, 1992 as the appropriate source of service information for
doing the various inspections and repairs. Boeing Document No. D6-35999
in turn refers to Boeing Service Bulletin 747-53-2218, Revision 4,
dated November 9, 1989, as the appropriate source of service
information for doing the specific inspections of the lower forward
corner of the fuselage cutout at MEDs number 3, and doing any necessary
repairs.
Boeing has also issued Boeing Service Bulletin 53-2025, Revision 2,
dated March 22, 1974. This service bulletin describes procedures for
reinforcing the cutout at MEDs number 3.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. Therefore, we are proposing this AD, which
would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Differences Between the Proposed AD and Boeing Service Bulletin 747-
53A2512.''
Although installing a small steel doubler at the lower forward
corner of the cutout at MED number 3 terminates the repetitive
inspection requirements of AD 92-27-04 for that area, inspections of
that area would again be required by this proposed AD. Installing a
large steel doubler in that area in accordance with this proposed AD or
in accordance with Boeing Service Bulletin 747-53-2218 would terminate
the repetitive inspection requirements of both AD 92-27-04 and this
proposed AD for that area. Although AD 92-27-04 allows installation of
a small steel doubler, this proposed AD would not allow that action
after the effective date of the proposed AD.
Differences Between the Proposed AD and Boeing Service Bulletin 747-
53A2512
Boeing Service Bulletin 747-53A2512 specifies compliance times
relative to the date of issuance of the service bulletin; however, this
proposed AD would require compliance before the specified compliance
time after the effective date of this AD.
Boeing Service Bulletin 747-53A2512 specifies that you may contact
the manufacturer for instructions on how to repair certain conditions,
but this proposed AD would require you to repair those conditions in
one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
Although the Accomplishment Instructions of Boeing Service Bulletin
747-53A2512 describe procedures for reporting crack findings to Boeing,
this proposed AD would not require those actions. We do not need this
information from operators.
These differences have been coordinated with Boeing.
Clarification of Inspection Language
Boeing Service Bulletin 747-53A2512 refers to a ``visual check of
the MED number 3 cutout to determine if a small, large, or no steel
doubler is installed.'' We have determined that the procedures in the
service bulletin should be described as a ``general visual
inspection.'' The service bulletin includes a definition of this
inspection.
Costs of Compliance
There are about 710 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
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Number of U.S.-
Action Work Average labor Parts Cost per registered Fleet cost
hours rate per hour airplane airplanes
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One-time general visual inspection........... 1 $65 None............................ $65 170 $11,050
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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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 proposed
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
[[Page 54680]]
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 proposed 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, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA-2005-22426; Directorate Identifier 2005-NM-
105-AD.
Comments Due Date
(a) The Federal Aviation Administration (FAA) must receive
comments on this AD action by October 31, 2005.
Affected ADs
(b) Installing a large steel doubler at the lower forward corner
of the fuselage cutout at main entry doors (MEDs) number 3 in
accordance with AD 92-27-04, amendment 39-8437, terminates the
inspection requirements of this AD for that area only.
Applicability
(c) This AD applies to all Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR
series airplanes, certificated in any category.
Unsafe Condition
(d) This AD was prompted by reports of cracks in the skin and
bearstrap at the upper aft corner and at the lower forward corner of
the fuselage cutout at MEDs number 3. We are issuing this AD to
detect and correct cracks in the skin, bearstrap, and small steel
doubler (if installed), which could propagate and result in rapid
decompression 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 Reference
(f) The term ``service bulletin,'' as used in this AD, means the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2512, Revision 1, dated August 11, 2005.
Inspection for Steel Doublers
(g) Prior to the accumulation of 10,000 total flight cycles or
within 1,000 flight cycles after the effective date of this AD,
whichever occurs later: Do a general visual inspection of the lower
forward and upper aft corners of the fuselage cutout at MEDs number
3 to determine whether a small, a large, or no steel doubler is
installed, and do the applicable action in paragraphs (g)(1) or
(g)(2) of this AD. Do all actions in accordance with the service
bulletin.
(1) If a large steel doubler is installed, or if no steel
doubler is installed at the lower forward cutout, no further action
is required by this AD for that cutout corner, except the
requirements of paragraph (m) of this AD continue to apply.
Note 1: Boeing Alert Service Bulletin 747-53A2512 refers to
Boeing Service Bulletin 747-53-2218, Revision 4, dated November 9,
1989, as an additional source of service information for inspecting
airplanes that are determined by the inspection required by
paragraph (g) of this AD to have no steel doubler (large or small)
installed at the lower forward corner of the fuselage cutout at MEDs
number 3.
(2) For all doubler configurations except those specified in
paragraph (g)(1) of this AD, do the actions in paragraph (h) of this
AD at the applicable time in that paragraph.
Inspections for Cracks, and Related Investigative and Corrective
Actions
(h) For the doubler configurations specified in paragraph (g)(2)
of this AD (except as required by paragraph (i) of this AD), at the
times specified in paragraph 1.E. ``Compliance'' of the service
bulletin: Do the applicable inspections for cracks in the skin and
bearstrap at the upper aft corner and at the lower forward corner of
the fuselage cutout at MEDs number 3, and do any related
investigative actions and corrective actions before further flight
by doing all the actions in accordance with the service bulletin.
Repeat the inspections thereafter at the intervals specified in
paragraph 1.E, ``Compliance'' of the service bulletin. Where the
service bulletin specifies to contact the manufacturer for
instructions on how to repair certain conditions, do the repair
using a method approved in accordance with the procedures specified
in paragraph (n) of this AD.
(i) Where the service bulletin specifies compliance times
relative to the date of issuance of the service bulletin, this AD
requires compliance relative to the effective date of this AD.
Terminating Action
(j) Installing a large steel doubler in accordance with the
service bulletin terminates the repetitive inspection requirements
of this AD for the corner of the fuselage cutout at MEDs number 3 at
which the large steel doubler is installed.
No Reporting Required
(k) Although the service bulletin referenced in this AD
specifies to submit certain information to the manufacturer, this AD
does not include that a requirement.
Actions Done in Accordance With Original Issue of Service Bulletin
(l) Actions done before the effective date of this AD in
accordance with Boeing Service Bulletin 747-53A2512, dated May 5,
2005, are acceptable for compliance with the requirements with the
corresponding actions of this AD.
Parts Installation
(m) After the effective date of this AD, no person may install
on any airplane a small steel doubler at the lower forward corner of
the fuselage cutout at MEDs number 3, as described in Appendix A of
the service bulletin.
Note 2: Although AD 92-27-04, amendment 39-8437, has a
terminating action of installing a small steel doubler in accordance
with Boeing Service Bulletin 747-53-2218, Revision 4, dated November
9, 1989, that action is not allowed after the effective date of this
AD.
Alternative Methods of Compliance (AMOCs)
(n)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested in accordance with the
procedures found in 14 CFR 39.19.
(2) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
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.
Issued in Renton, Washington, on September 7, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-18400 Filed 9-15-05; 8:45 am]
BILLING CODE 4910-13-P
