Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SP, and 747SR Series Airplanes, 59246-59252 [05-20071]
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59246
Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations
review of airplane maintenance records is
acceptable in lieu of this inspection if the P/
N of the cardan assembly can be conclusively
determined from that review. If cardan P/N
2309–2041–003 is not installed in the MLG,
no further action is required for that MLG,
except as provided by paragraph (j) of this
AD. If cardan P/N 2309–2041–003 is installed
in the MLG, continue with paragraph (g) of
this AD.
Actions Accomplished According to
Previous Issue of Service Bulletin
DEPARTMENT OF TRANSPORTATION
(i) Actions accomplished before the
effective date of this AD according to
EMBRAER Service Bulletin 145–32–0091,
dated February 19, 2004, are considered
acceptable for compliance with the
corresponding actions specified in this AD.
Federal Aviation Administration
Parts Installation
RIN 2120–AA64
Inspection
(j) As of the effective date of this AD, no
person may install an MLG having a cardan
assembly, part number 2309–2041–003, on
any affected airplane, unless the
requirements of paragraphs (g) and (h) of this
AD, as applicable, have been accomplished.
Airworthiness Directives; Boeing
Model 747–100, 747–100B, 747–100B
SUD, 747–200B, 747–300, 747SP, and
747SR Series Airplanes
(g) Within 600 flight hours or 180 days
after the effective date of this AD, whichever
occurs first, perform a detailed inspection for
surface bruising of the MLG trailing arms and
integrity of the MLG pivot axle sealant; in
accordance with the Accomplishment
Instructions of EMBRAER Service Bulletin
145–32–0091, Change 01, dated July 1, 2004.
If no sign of sealant failure or bruising of the
trailing arm is found, repeat the inspection
thereafter at intervals not to exceed 5,500
flight hours or 24 months, whichever occurs
first, until paragraph (h) of this AD has been
accomplished.
Note 1: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
Corrective/Terminating Actions
(h) If any sign of sealant failure or bruising
of either trailing arm surface is found during
any inspection required by paragraph (g) of
this AD, prior to further flight, do paragraphs
(h)(1), (h)(2), and (h)(3) of this AD. Do the
actions in accordance with the
Accomplishment Instructions of EMBRAER
Service Bulletin 145–32–0091, Change 01,
dated July 1, 2004. Accomplishment of
paragraph (h) of this AD for any MLG ends
the repetitive inspections required by
paragraph (g) for that MLG.
(1) Repair any bruising of the trailing arm
surface.
(2) Replace the MLG cardan with a new,
improved cardan having P/N 2309–2041–
401.
(3) Perform a detailed inspection for
corrosion of the internal surface of the
trailing arm pivot axle.
(i) If no corrosion is found, prior to further
flight, apply protective paint and corrosion
inhibitors.
(ii) If corrosion is found, prior to further
flight, replace the pivot axle with a new pivot
axle and apply corrosion inhibitors.
Note 2: EMBRAER Service Bulletin 145–
32–0091, Change 01, dated July 1, 2004,
refers to Embraer Liebherr Equipamentos do
Brasil S.A. (ELEB) Service Bulletin 2309–
2002–32–04, Revision 01, dated May 24,
2004, as an additional source of service
information for the inspection and repair of
the MLG components. The ELEB service
bulletin is included within the EMBRAER
service bulletin.
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Alternative Methods of Compliance
(AMOCs)
(k)(1) The Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, has the authority to approve AMOCs
for this AD, if requested in accordance with
the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Related Information
(l) Brazilian airworthiness directive 2004–
08–02, dated September 3, 2004, also
addresses the subject of this AD.
Material Incorporated by Reference
(m) You must use EMBRAER Service
Bulletin 145–32–0091, Change 01, dated July
1, 2004, 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 Empresa Brasileira de Aeronautica
S.A. (EMBRAER), PO Box 343—CEP 12.225,
Sao Jose dos Campos—SP, Brazil, 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 28, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–20066 Filed 10–11–05; 8:45 am]
BILLING CODE 4910–13–P
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14 CFR Part 39
[Docket No. FAA–2005–20879; Directorate
Identifier 2004–NM–55–AD; Amendment 39–
14326; AD 2005–20–29]
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 747–100, 747–100B, 747–
100B SUD, 747–200B, 747–300, 747SP,
and 747SR series airplanes. This AD
requires repetitive inspections to detect
cracks in various areas of the upper
deck floor beams, and repair if
necessary. This AD results from fatigue
testing that revealed severed upper
chords of the upper deck floor beams
due to fatigue cracking. We are issuing
this AD to detect and correct cracking in
the upper chords of the upper deck floor
beams. Undetected cracking could result
in large deflection or deformation of the
upper deck floor beams, resulting in
damage to wire bundles and control
cables for the flight control system, and
reduced controllability of the airplane.
Multiple adjacent severed floor beams
could result in rapid decompression of
the airplane.
DATES: This AD becomes effective
November 16, 2005.
The Director of the Federal Register
approved the incorporation by reference
of Boeing Service Bulletin 747–
53A2349, Revision 2, dated April 3,
2003; and Boeing Alert Service Bulletin
747–53A2452, dated April 3, 2003; as of
November 16, 2005.
On June 27, 2002 (67 FR 36081, May
23, 2002), the Director of the Federal
Register approved the incorporation by
reference of Boeing Alert Service
Bulletin 747–53A2349, Revision 1,
dated October 12, 2000.
On June 11, 1993 (58 FR 27927, May
12, 1993), the Director of the Federal
Register approved the incorporation by
reference of Boeing Service Bulletin
747–53–2349, dated June 27, 1991.
ADDRESSES: You may examine the 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
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SW., Nassif Building, room PL–401,
Washington, DC.
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:
Examining the Docket
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 street
address stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to certain Boeing Model 747–100,
–100B, 100B SUD, –200B, and –300
series airplanes; and Model 747SP and
747SR series airplanes. That NPRM was
published in the Federal Register on
April 11, 2005 (70 FR 18327). That
NPRM proposed to require repetitive
inspections to detect cracks in various
areas of the upper deck floor beams, and
repair if necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
Request To Revise Paragraph (b)
One commenter, the manufacturer,
requests that paragraph (b) of the
proposed AD be revised to state,
‘‘Supersedes AD 2002–10–10,
amendment 39–12756 (67 FR 36081,
May 23, 2002), paragraphs (a)(1), (d), (e),
and (f).’’ The commenter states that the
revision indicates the parts of AD 2002–
10–10 that are being superseded by the
proposed AD.
We do not agree. This final rule does
not supersede AD 2002–10–10. This
final rule is a stand-alone AD to address
the upper deck floor beam inspections
specified in AD 2002–10–10 and the
additional upper deck floor beam
inspections specified in Boeing Alert
Service Bulletin 747–53A2452, dated
April 3, 2003. As explained in the
‘‘Other Related Rulemaking’’ section of
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the proposed AD, we proposed to
supersede AD 2002–10–10 with a
separate AD that does not include the
upper deck floor beam inspections.
Consequently, on April 1, 2005, we
issued a notice of proposed rulemaking
(NPRM), Docket No. FAA–2005–20880,
to propose to require repetitive
inspections to detect cracks in various
areas of the fuselage internal structure,
and related investigative/corrective
actions if necessary. That NPRM, which
would supersede AD 2002–10–10, was
published in the Federal Register on
April 11, 2005 (70 FR 18332). We have
not revised the final rule in this regard.
Request To Revise Note 1
The same commenter requests that
Note 1 of the proposed AD be revised
to reference paragraph (c) instead of
paragraph (b). The commenter states
that paragraph (b) was incorrectly
referenced.
We agree with the commenter and
have revised Note 1 of the final rule
accordingly.
Request To Revise Paragraph (h)(2)
The same commenter requests that the
description of the inspection area in
paragraph (h)(2) of the proposed AD be
revised to remove the reference to the
body stations. The commenter believes
that the reference to body station (STA)
380 through STA 1100 is an error
carried over from AD 2002–10–10. The
commenter notes that circle note 1 in
Figure 2 of Boeing Alert Service Bulletin
747–53A2349, Revision 1, dated
October 12, 2000, specifies that Group 3
airplanes inspect upper deck floor
beams from STA 260 to STA 1100.
We agree with the commenter that the
reference to STA 380 is in error and that
the beginning station should have been
cited as STA 260. However, we do not
agree that a change to paragraph (h)(2)
of the final rule is necessary. Operators
will be doing the next inspection in
accordance with paragraph (l) of the
final rule. Paragraph (l) references
Boeing Service Bulletin 747–53A2349,
Revision 2, dated April 3, 2003, which
specifies an inspection of the upper
deck structure from STA 260 through
STA 1100. We have not revised the final
rule in this regard.
Request To Clarify Applicability of
Paragraphs (i)(1) and (i)(2)
The same commenter requests that the
applicability of paragraphs (i)(1) and
(i)(2) of the proposed AD be clarified.
The commenter notes that paragraph (i)
of the proposed AD refers to both
Boeing Alert Service Bulletin 747–
53A2349, Revision 1, dated October 12,
2000; and Boeing Alert Service Bulletin
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59247
747–53A2452, dated April 3, 2003. The
commenter also points out that
paragraphs (i)(1) and (i)(2) of the
proposed AD refer to groups for the
paragraph applicability but do not
specify which service bulletin the
groups are defined in. The commenter
notes that the correct groups are defined
only in Boeing Alert Service Bulletin
747–53A2349, Revision 1.
We agree with the commenter. Boeing
Alert Service Bulletin 747–53A2349,
Revision 1, defines the groups
referenced in paragraphs (i)(1) and (i)(2)
of the final rule. We have revised
paragraphs (i)(1) and (i)(2) of the final
rule accordingly.
Request To Revise Paragraph (j) To
Clarify Wording
The same commenter requests that the
wording in paragraph (j) of the proposed
AD be clarified. The commenter states
that ‘‘Area 1’’ referenced in paragraph (j)
has a different meaning in Boeing Alert
Service Bulletin 747–53A2349, Revision
1, dated October 12, 2000, than it does
in Boeing Alert Service Bulletin 747–
53A2452, dated April 3, 2003. The
commenter suggests replacing the
phrase ‘‘For Area 1 only’’ with ‘‘For
upper deck floor beams only.’’
We agree with the commenter that
‘‘Area 1’’ is defined differently in the
service bulletins. To avoid confusion,
we have removed the phrase ‘‘For Area
1 only’’ from paragraph (j) of the final
rule.
Request To Revise Inspection Area
Specified in Paragraph (l)
The same commenter requests that
paragraph (l) of the proposed AD be
revised to clarify the inspection area.
The commenter states the inspection
area of ‘‘the horizontal flanges of the
upper chord of the upper deck floor
beams’’ specified in paragraph (l) be
replaced with ‘‘the cab floor and of the
upper deck floor beams.’’ The
commenter points out that Figure 2 of
Boeing Service Bulletin 747–53A2349,
Revision 2, dated April 3, 2003,
specifies to do an inspection of the
upper chord, web, and lower chord of
all upper deck floor beams from STA
260 and aft, and an inspection of the cab
floor web and its nutplates and cutout
locations.
We agree with the commenter because
the intent of the inspection specified in
paragraph (l) of the final rule is to
inspect all of area 1, as specified in
Figure 2 of the service bulletin. For
clarity, we have revised paragraph (l) of
the final rule to specify doing an
inspection for cracking of the cab floor
and of the upper deck floor beams.
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Request To Revise Compliance Time in
Paragraph (m)(3)(i)(B)
The same commenter requests that
one of the compliance times for the
inspection specified in paragraph
(m)(3)(i)(B) of the proposed AD be
removed. The commenter contends that
the inspection is currently required by
AD 2002–10–10 at 2,000-flight-cycle
intervals; therefore, the compliance time
of ‘‘within 2,000 flight cycles after the
most recent inspection required by
paragraph (i) of this AD,’’ is satisfactory.
The commenter states that the
additional compliance time of ‘‘or
within 750 flight cycles after the
effective date of this AD, whichever is
first’’ is not needed.
We disagree. For the inspection
specified in paragraph (m)(3)(i)(B) of the
final rule, the compliance time of
‘‘Within 2,000 flight cycles after the
most recent inspection required by
paragraph (i) of this AD, or 750 flight
cycles after the effective date of this AD,
whichever is first,’’ is required in order
to make a transition from doing the
inspections in accordance with Boeing
Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000, at
the 2,000-flight-cycle interval, to doing
the inspections in accordance with
Boeing Alert Service Bulletin 747–
53A2452, dated April 3, 2003, at the
750-flight-cycle interval. We have not
revised the final rule in this regard.
Request To Revise Compliance Time in
Paragraph (m)(4)(i)(B)
The same commenter requests that
one of the compliance times for the
inspection specified in paragraph
(m)(4)(i)(B) of the proposed AD be
removed. The commenter contends that
the inspection is currently required by
AD 2002–10–10 at 6,000-flight-cycle
intervals; therefore, the compliance time
of ‘‘within 6,000 flight cycles after the
most recent inspection required by
paragraph (i) of this AD’’ is satisfactory.
The commenter states that the
additional compliance time of ‘‘or
within 3,000 flight cycles after the
effective date of this AD, whichever is
first’’ is not needed.
We disagree. For the inspection
specified in paragraph (m)(4)(i)(B) of the
final rule, the compliance time of
‘‘Within 6,000 flight cycles after the
most recent inspection required by
paragraph (i) of this AD, or 3,000 flight
cycles after the effective date of this AD,
whichever is first,’’ is required in order
to make a transition from doing the
inspections in accordance with Boeing
Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000, at
the 6,000 flight-cycle interval, to doing
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the inspections in accordance with
Boeing Alert Service Bulletin 747–
53A2452, dated April 3, 2003, at the
3,000-flight-cycle interval. We have not
revised the final rule in this regard.
Request To Clarify Inspection
Reference
The same commenter requests that
paragraph (m)(4) of the proposed AD be
revised to clarify that the open-hole
HFEC inspection must be done in
accordance with circle note 2a. of Figure
2 of Boeing Alert Service Bulletin 747–
53A2349, Revision 1, dated October 12,
2000. The commenter notes that the
inspection in paragraph (m)(4) of the
proposed AD is for airplanes on which
the inspection specified in paragraph (i)
of the proposed AD has been done in
accordance with the service bulletin,
using the open-hole inspection per
circle note 2a. or the surface inspection
per circle note 2b. of Figure 2.
We partially agree with the
commenter. We agree that the
previously accomplished open-hole
HFEC inspection must be done in
accordance with circle note 2a. of Figure
2 of Boeing Alert Service Bulletin 747–
53A2349, Revision 1. However we do
not agree that it is necessary to revise
paragraph (m)(4) of the final rule. The
open-hole HFEC inspection specified in
Figure 2 of the service bulletin can be
done only in accordance with circle
note 2a. Paragraph (m)(4) does specify
which circle note must be used for the
surface HFEC inspection because Figure
2 of the service bulletin specifies that
inspection can be done in accordance
with circle note 2b. or 2c. We have not
revised the final rule in this regard.
Request To Revise Method of Counting
Flight Cycles
The same commenter requests that we
revise the method of counting flight
cycles for paragraphs (l), (m), and (n) of
the proposed AD. The commenter
suggests that a paragraph be added to
allow adjustments to the compliance
times if the cabin differential pressure is
at 2.0 pounds per square inch (psi) or
less. The commenter states that this
allowance is consistent with previous
requirements for these inspections and
is a continuation of the allowance for
the upper deck floor beams given in
paragraph (f) of AD 2002–10–10. The
commenter adds that the fatigue and
crack growth behavior at the floor panel
holes in the upper chord of the upper
deck floor beams, that are the subject of
the proposed AD, is caused by tension
stresses in the floor beam upper chords.
The commenter further states that the
tension stresses in the 747 upper deck
floor beams are almost entirely the
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result of reacting loads due to cabin
differential pressure. The commenter
concludes that it is technically correct
not to count flight cycles that have a low
cabin differential pressure, and do not
significantly contribute to fatigue and
crack growth.
We acknowledge the commenter’s
technical rationale for not counting the
pressurization cycles less than 2.0 psi in
this final rule. However, we do not agree
with the commenter’s request for the
following reasons:
• There have been several instances
of other in-service issues where
analytical rationales, similar to that of
the commenter, have indicated that
pressurization cycles less than 2.0 psi
should not be counted. However, when
fleet records have been examined, the
airplanes engaging in such operations
have the same or greater occurrences of
crack findings compared with airplanes
on which all pressurized flights are
counted. As a result, we carefully
consider such matters based on all
available factors, including individual
operators’ specific maintenance
programs, technical rationale, and fleet
experience.
• We have found that such provisions
are applicable only to a small number of
operators that may not pressurize their
airplanes above 2.0 psi in all their
flights. We have determined that the
best way to handle such circumstances
is for operators to request an alternative
method of compliance (AMOC) in
accordance with paragraph (s) of this
AD, rather than by increasing the
complexity of the AD by addressing
each operator’s unique situation.
Request To Clarify Headings for
Paragraphs (p) and (q)
The same commenter requests that the
headings for paragraphs (p) and (q) of
the proposed AD be clarified to indicate
that the paragraphs are applicable only
to areas 1 and 2. The commenter states
that the repairs and modifications
specified in Boeing Alert Service
Bulletin 747–53A2452, dated April 3,
2003, are applicable only to areas 1 and
2.
We agree with the commenter that the
actions specified in paragraphs (p) and
(q) of the final rule are applicable only
to areas 1 and 2, as specified in the
service bulletin. Paragraphs (p) and (q)
of the final rule clearly state that the
specified actions are for areas 1 and 2,
as specified in the service bulletin. For
further clarity, we have revised the
headings for paragraphs (p) and (q) of
the final rule.
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Request To Include Effect of AD 2004–
07–22 on the Proposed AD
Two commenters request that the
proposed AD include the effect of AD
2004–07–22, amendment 39–13566 (69
FR 18250, April 7, 2004), which
mandates Boeing Document No. D6–
35022, ‘‘Supplemental Structural
Inspection Document,’’ (SSID) for Model
747 Airplanes, Revision G, dated
December 2000. One commenter states
that it has done the SSID inspections
required by AD 2004–07–22 and that the
proposed AD may include inspections
already covered by the SSID
inspections. The commenter suggests
that, to prevent double work, the
proposed AD should identify the
paragraphs for which SSID inspections
are acceptable as an alternate means of
compliance (AMOC). The other
commenter, the manufacturer, notes that
the SSID includes statements that allow
the use of Boeing Service Bulletin 747–
53–2349 inspections in lieu of SSID
inspections. The commenter notes that
because of the proposed AD, there will
be a requirement to perform the SSID
inspections and the Boeing Service
Bulletin 747–53–2349 inspections
without an allowance to use the service
bulletin inspections as a substitute for
the SSID inspections. The commenter
also states that SSID items F–19B, F–
19I, F–19J, and F–20A are addressed by
Boeing Alert Service Bulletin 747–
53A2452, dated April 3, 2003 (this
service bulletin is referenced as the
appropriate source of service
information for doing certain
inspections in the proposed AD). The
commenter suggests that it is better to
have an operator use the service bulletin
inspections due to the improved level of
detailed instructions.
We agree with the commenters that
certain inspections done in accordance
with Boeing Service Bulletin 747–53–
2349 or Boeing Alert Service Bulletin
747–53A2452 may be acceptable as a
substitute for corresponding SSID
inspections and vice versa, because both
inspections cover common areas.
However, operators must identify the
inspections and substantiate that any
substitutions would provide an
acceptable level of safety, and we must
approve any substitutions. In order to
avoid further delay to the inspections
required by this final rule, we have not
revised the final rule in this regard.
Operators may request approval for
AMOCs according to paragraph (s) of
this final rule. For AD 2004–07–22,
operators may request approval for
AMOCs according to paragraph (g) of
that AD.
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Credit for Actions Done in Accordance
With AD 2005–06–11
Note 4 of the proposed AD specifies
that inspections done in accordance
with AD 2000–04–17 are acceptable for
compliance with the requirements of
paragraph (i) of the proposed AD. On
March 9, 2005, we issued AD 2005–06–
11, amendment 39–14017 (70 FR 13353,
March 21, 2005), which supersedes AD
2000–04–17. Inspections done in
accordance with AD 2005–06–11 are
also acceptable for compliance with the
requirements of paragraph (i) of the final
rule. We have revised Note 4 of the final
rule accordingly.
Explanation of Change Made to This
AD
We have revised the ‘‘Alternative
Methods of Compliance (AMOCs)’’
paragraph in this AD to clarify the
delegation authority for Authorized
Representatives for the Boeing
Commercial Airplanes Delegation
Option Authorization. We have also
simplified paragraphs (g), (k), (o), and
(p) of this AD by referring to the
‘‘AMOCs’’ paragraph of this AD for
repair methods.
Clarification of AMOC Paragraph
We have revised this final rule to
clarify the appropriate procedure for
notifying the principal inspector before
using any approved AMOC on any
airplane to which the AMOC applies.
Conclusion
We have carefully reviewed the
available data, including the comments
received, and determined that air safety
and the public interest require adopting
the AD with the changes described
previously. We have determined that
these changes will neither increase the
economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
There are about 489 airplanes of the
affected design worldwide. This AD will
affect about 155 airplanes of U.S.
registry.
The actions for the upper deck floor
beams that are required by AD 93–08–
12, and retained in AD 2002–10–10 and
this AD, take about 150 work hours per
airplane, at an average labor rate of $65
per work hour. Based on these figures,
the estimated costs of these currently
required actions are $9,750 per airplane,
per inspection cycle.
The inspections of the upper deck
floor beams that are required by AD
2002–10–10 and retained in this AD
take about 255 work hours per airplane,
at an average labor rate of $65 per work
hour. Based on these figures, the
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estimated cost of these currently
required inspections is $16,575 per
airplane, per inspection cycle.
The new inspections will take about
155 work hours per airplane, at an
average labor rate of $65 per work hour.
Based on these figures, the estimated
cost of the new actions specified in this
AD for U.S. operators is $1,561,625 or
$10,075 per airplane, per inspection
cycle.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD 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.
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Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
2005–20–29 Boeing: Amendment 39–14326.
Docket No. FAA–2005–20879;
Directorate Identifier 2004–NM–55–AD.
Effective Date
(a) This AD becomes effective November
16, 2005.
Affected ADs
(b) Related to AD 2002–10–10, amendment
39–12756 (67 FR 36081, May 23, 2002).
Applicability
(c) This AD applies to Boeing Model 747–
100, 747–100B, 747–100B SUD, 747–200B,
747–300, 747SP, and 747SR series airplanes;
certificated in any category; as identified in
Boeing Alert Service Bulletin 747–53A2452,
dated April 3, 2003.
Unsafe Condition
(d) This AD results from fatigue testing by
the manufacturer that revealed severed upper
chords of the upper deck floor beams due to
fatigue cracking. We are issuing this AD to
detect and correct cracking in the upper
chords of the upper deck floor beams.
Undetected cracking could result in large
deflection or deformation of the upper deck
floor beams, resulting in damage to wire
bundles and control cables for the flight
control system, and reduced controllability of
the airplane. Multiple adjacent severed floor
beams could 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.
Note 1: Paragraphs (f) and (g) of this AD
restate the requirements of paragraphs (a) and
(c) of AD 2002–10–10. As allowed by the
phrase, ‘‘unless accomplished previously,’’ if
those requirements of AD 2002–10–10 have
already been accomplished, this AD does not
require that those actions be repeated.
Inspection
(f) Before the accumulation of 22,000 total
flight cycles, or within 1,000 flight cycles
after June 11, 1993 (the effective date of AD
93–08–12, amendment 39–8559), whichever
occurs later, unless accomplished previously
within the last 2,000 flight cycles; and
VerDate Aug<31>2005
16:47 Oct 11, 2005
Jkt 208001
thereafter at intervals not to exceed 3,000
flight cycles: Do a detailed inspection to
detect cracks in the upper deck floor beams
in Sections 41 and 42, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–53–2349, dated June 27,
1991; Boeing Alert Service Bulletin 747–
53A2349, Revision 1, dated October 12, 2000;
or Boeing Service Bulletin 747–53A2349,
Revision 2, dated April 3, 2003. After the
effective date of this AD, only Boeing Service
Bulletin 747–53A2349, Revision 2, dated
April 3, 2003, may be used. Continue doing
the inspections required by this paragraph
until the inspections required by paragraph
(h) or (l) of this AD are accomplished.
Repair of Cracks Detected During Paragraph
(f) Inspections
(g) Before further flight, repair any cracking
detected during the inspections done in
accordance with paragraph (f) of this AD,
according to a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA; or according to data meeting the
certification basis of the airplane approved a
Boeing Company Designated Engineering
Representative (DER) who has been
authorized by the Manager, Seattle ACO, to
make such findings; or according to a method
approved in accordance with the procedures
specified in paragraph (s) of this AD.
Note 2: Paragraphs (h), (i), (j), and (k), of
this AD restate the requirements of
paragraphs (d), (e), (f), and (g), of AD 2002–
10–10. As allowed by the phrase, ‘‘unless
accomplished previously,’’ if those
requirements of AD 2002–10–10 have already
been accomplished, this AD does not require
that those actions be repeated.
Additional Inspections
(h) Before the accumulation of 22,000 total
flight cycles, or within 3,000 flight cycles
after doing the most recent inspection
required by paragraph (f) of this AD,
whichever occurs later: Do a detailed
inspection to find cracking in the areas
specified in paragraph (h)(1) or (h)(2), as
applicable, in accordance with Figure 2 of
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000; or Boeing
Service Bulletin 747–53A2349, Revision 2,
dated April 3, 2003. After the effective date
of this AD, only Boeing Service Bulletin 747–
53A2349, Revision 2, may be used. Repeat
the inspection thereafter at intervals not to
exceed 3,000 flight cycles. Continue doing
the inspection required by this paragraph
until the initial inspection required by
paragraph (l) of this AD is accomplished.
Accomplishment of the inspection in this
paragraph terminates the inspections
required by paragraph (f) of this AD.
(1) For Groups 1, 2, 4, and 5 airplanes: Do
the inspections of Area 1 (sections 41 and 42
upper deck floor beams), including existing
repairs and modifications.
(2) For Group 3 airplanes: Do the
inspections of Area 1 (sections 41, 42, and 44
upper deck floor beams from body stations
380 through 1100 inclusive), including
existing repairs and modifications.
Note 3: For the purposes of this AD, a
detailed inspection is defined as: ‘‘An
PO 00000
Frm 00042
Fmt 4700
Sfmt 4700
intensive visual examination of a specific
structural area, system, installation, or
assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at intensity deemed appropriate by
the inspector. Inspection aids such as mirror,
magnifying lenses, etc., may be used. Surface
cleaning and elaborate access procedures
may be required.’’
(i) Before the accumulation of 28,000 total
flight cycles, or within 3,000 flight cycles
after doing the most recent inspection
required by paragraph (f) of this AD,
whichever occurs later: Do a high frequency
eddy current (HFEC) inspection to find
cracking of the open holes in the horizontal
flanges of the upper chord of the upper deck
floor beams in the areas specified in
paragraph (i)(1) or (i)(2) of this AD, as
applicable, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2349, Revision 1,
dated October 12, 2000. Do the inspection in
accordance with the ‘‘Inspection
Alternatives’’ as specified in Sheet 7 of
Figure 2 of the Accomplishment Instructions
of the service bulletin. Repeat the applicable
inspection at the times specified in the
‘‘Repeat Inspection Intervals’’ in Sheet 7 of
Figure 2 of the Accomplishment Instructions
of the service bulletin. After the effective date
of this AD, Boeing Alert Service Bulletin
747–53A2452, dated April 3, 2003, must be
used to perform the inspections required by
this paragraph. Repeat the inspections until
the requirements of paragraph (m) of this AD
are accomplished.
(1) For Group 1, 2, 4, and 5 airplanes, as
defined in Boeing Alert Service Bulletin 747–
53A2349, Revision 1, dated October 12, 2000:
Do the inspections at the applicable locations
(BS 380 through BS 780 inclusive for Groups
1, 2, and 4, BS 380 through BS 860 inclusive
for Group 5) as specified in Sheet 7 of Figure
2.
(2) For Group 3 airplanes, as defined in
Boeing Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000: Do the
inspections as specified in Sheet 7 of Figure
2, at the upper deck floor beams from BS 380
through BS 1100 inclusive.
Note 4: HFEC inspections of the left and
right sides of the upper deck floor beam at
body station 380, between buttock lines 40
and 76, done in accordance with AD 2000–
04–17 or AD 2005–06–11, are considered
acceptable for compliance with the
applicable inspections specified in paragraph
(i) of this AD.
Adjustments to Compliance Time: Cabin
Differential Pressure
(j) For the purposes of calculating the
compliance threshold and repetitive interval
for the actions required by paragraphs (h) and
(i) of this AD: The number of flight cycles in
which cabin differential pressure is at 2.0
pounds per square inch (psi) or less need not
be counted when determining the number of
flight cycles that have occurred on the
airplane, provided that flight cycles with
momentary spikes in cabin differential
pressure above 2.0 psi are included as full
pressure cycles. For this provision to apply,
all cabin pressure records must be
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maintained for each airplane: No fleetaveraging of cabin pressure is allowed.
Repair of Cracks Detected During Paragraph
(h) and (i) Inspections
(k) Before further flight, repair any cracking
found during the inspections done in
accordance with paragraphs (h) and (i) of this
AD, in accordance with Boeing Alert Service
Bulletin 747–53A2349, Revision 1, dated
October 12, 2000. Where the service bulletin
specifies to contact Boeing for repair
instructions, repair according to a method
approved by the Manager, Seattle ACO; or
according to a method approved in
accordance with the procedures specified in
paragraph (s) of this AD.
New Requirements of This AD
Detailed Inspection
(l) Before the accumulation of 22,000 total
flight cycles, or within 3,000 flight cycles
after the most recent inspection required by
paragraph (f) or (h) of this AD, whichever is
later: Do a detailed inspection for cracking of
the cab floor and of the upper deck floor
beams. Do the inspection in accordance with
the Accomplishment Instructions of Boeing
Service Bulletin 747–53A2349, Revision 2,
dated April 3, 2003. Repeat the inspection
thereafter at intervals not to exceed 3,000
flight cycles. Doing the initial inspection
required by this paragraph terminates the
inspections required by paragraphs (f) and (h)
of this AD.
High Frequency Eddy Current (HFEC)
Inspection
(m) Do a HFEC inspection for cracking of
the horizontal flanges of the upper chord of
the upper deck floor beams, in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747–53A2452,
dated April 3, 2003, at the applicable time
specified in paragraph (m)(1), (m)(2), (m)(3),
or (m)(4) of this AD. Areas 1, 2, and 3, as
specified in paragraphs (m) and (n) of this
AD, are defined in the service bulletin.
Accomplishment of this inspection
terminates the inspections required by
paragraph (i) of this AD.
(1) For airplanes that have not been
inspected in accordance with the
requirements of paragraph (f), (h), or (i) of
this AD:
(i) For Area 1: Before the accumulation of
22,000 total flight cycles, or within 1,000
flight cycles after the effective date of this
AD, whichever is later.
(ii) For Area 2: Before the accumulation of
28,000 total flight cycles.
(iii) For Area 3: Before the accumulation of
22,000 total flight cycles, or within 1,000
flight cycles after the effective date of this
AD, whichever is later.
(2) For airplanes that have been inspected
in accordance with the requirements of
paragraph (f) or (h) of this AD, but not in
accordance with the requirements of
paragraph (i) of this AD:
(i) For Area 1: Before the accumulation of
22,000 total flight cycles, or within 3,000
flight cycles after the most recent inspection
required by paragraph (f) or (h) of this AD,
whichever is later.
(ii) For Area 2: Before the accumulation of
28,000 total flight cycles, or within 3,000
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16:47 Oct 11, 2005
Jkt 208001
flight cycles after the most recent inspection
required by paragraph (f) or (h) of this AD,
whichever is later.
(iii) For Area 3: Before the accumulation of
22,000 total flight cycles, or within 3,000
flight cycles after the most recent inspection
required by paragraph (f) or (h) of this AD,
whichever is later.
(3) For airplanes on which a surface HFEC
inspection of the horizontal flanges of the
upper chord of the upper deck floor beams,
as required by paragraph (i) of this AD, was
accomplished, and the surface HFEC
inspection was accomplished from below the
upper deck floor beams as specified by
Figure 2, circle note 2c., of Boeing Alert
Service Bulletin 747–53A2349, Revision 1,
dated October 12, 2000:
(i) For Area 1: At the later of the times
specified in paragraphs (m)(3)(i)(A) and
(m)(3)(i)(B) of this AD.
(A) Before the accumulation of 22,000 total
flight cycles.
(B) Within 2,000 flight cycles after the most
recent inspection required by paragraph (i) of
this AD, or 750 flight cycles after the effective
date of this AD, whichever is first.
(ii) For Area 2: Before the accumulation of
28,000 total flight cycles, or within 2,000
flight cycles after the most recent inspection
required by paragraph (i) of this AD,
whichever is later.
(iii) For Area 3: Before the accumulation of
22,000 total flight cycles, or within 3,000
flight cycles after the most recent inspection
required by paragraph (f) or (h) of this AD,
whichever is later.
(4) For airplanes on which either a surface
or open-hole HFEC inspection of the
horizontal flanges of the upper chord of the
upper deck floor beams, as required by
paragraph (i) of this AD has been
accomplished, and the surface HFEC
inspection was accomplished from above and
below the upper deck floor beams, as
specified by Figure 2, circle note 2b., of
Boeing Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000:
(i) For Area 1: At the later of the times
specified in paragraphs (m)(4)(i)(A) and
(m)(4)(ii)(B) of this AD.
(A) Before the accumulation of 22,000 total
flight cycles.
(B) Within 6,000 flight cycles after the most
recent inspection required by paragraph (i) of
this AD, or within 3,000 flight cycles after the
effective date of this AD whichever is first.
(ii) For Area 2: Before the accumulation of
28,000 total flight cycles, or within 6,000
flight cycles after the most recent inspection
required by paragraph (i) of this AD,
whichever is later.
(iii) For Area 3: Before the accumulation of
22,000 total flight cycles, or within 3,000
flight cycles after the most recent inspection
required by paragraph (f) or (h) of this AD,
whichever is latest.
Repetitive Inspections
(n) Except as required by paragraphs (o),
(p), and (q) of this AD, repeat the inspections
required by paragraph (m) of this AD at
intervals not to exceed those specified in
paragraphs (n)(1), (n)(2), and (n)(3) of this
AD:
(1) For Area 1: 3,000 flight cycles if an
open-hole HFEC inspection was
PO 00000
Frm 00043
Fmt 4700
Sfmt 4700
59251
accomplished, or 750 flight cycles if a surface
HFEC inspection was accomplished.
(2) For Area 2: 6,000 flight cycles if an
open-hole HFEC inspection was
accomplished, or 2,000 flight cycles if a
surface HFEC inspection was accomplished.
(3) For Area 3: 3,000 flight cycles.
Repair of Cracking Detected During
Paragraph (l), (m), and (n) Inspections
(o) Before further flight, repair any cracking
found during any inspection required by
paragraph (l), (m), or (n) of this AD in
accordance with Boeing Alert Service
Bulletin 747–53A2452, dated April 3, 2003.
Repairs done in accordance with this service
bulletin terminates the requirements of
paragraphs (l), (m), and (n) of this AD for the
repaired area only. Where the service bulletin
specifies to contact Boeing for repair
instructions, repair according to a method
approved by the Manager, Seattle ACO; or
according to a method approved in
accordance with the procedures specified in
paragraph (s) of this AD.
After-Repair Inspections in Areas 1 and 2
(p) At the applicable new inspection
thresholds specified in Figure 1 of Boeing
Alert Service Bulletin 747–53A2452, dated
April 3, 2003, perform the after-repair
inspections for cracking in Areas 1 and 2, as
specified in the service bulletin. Where the
service bulletin specifies a threshold after the
date of the service bulletin, use that same
threshold after the effective date of this AD.
Perform the after-repair inspections by
accomplishing all of the applicable actions
specified in the alert service bulletin. Repair
any cracking found during any inspection
required by this paragraph, according to a
method approved by the Manager, Seattle
ACO; or according to a method approved in
accordance with the procedures specified in
paragraph (s) of this AD. Any cracking found
during any inspection must be repaired
before further flight. Repeat the inspections
of Areas 1 and 2 thereafter at intervals not
to exceed 3,000 flight cycles.
Optional Preventative Modification in Areas
1 and 2
(q) If no cracking was found during the
open-hole HFEC inspections required by
paragraph (m) or (n) of this AD, repairing or
modifying Areas 1 and 2, as defined in Figure
1 of Boeing Alert Service Bulletin 747–
53A2452, dated April 3, 2003, in accordance
with the service bulletin, defers the repetitive
inspections required by paragraph (n) of this
AD, and establishes new inspection methods,
thresholds, and repetitive inspection
intervals for the repaired or modified area.
The new inspection thresholds and intervals
are specified in Figure 1 of the service
bulletin. Where the service bulletin specifies
a threshold after the date of the service
bulletin, use that same threshold after the
effective date of this AD.
Inspections Done Previously
(r) Doing the inspections required by
paragraphs (m) and (n) of this AD before the
effective date of this AD, in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2349,
Revision 1, dated October 12, 2000, is
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Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations
acceptable for compliance with the
corresponding actions required by this AD.
Alternative Methods of Compliance (AMOCs)
(s)(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested using the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in
accordance with 14 CFR 39.19 on any
airplane to which the AMOC applies, notify
the appropriate principal inspector in the
FAA Flight Standards Certificate Holding
District Office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
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.
(4) Alternative methods of compliance and
FAA-approved repairs, approved previously
in accordance with AD 2002–10–10 are
approved as AMOCs for the corresponding
actions required by this AD.
Material Incorporated by Reference
(t) You must use the service bulletins
specified in Table 1 of this AD, as applicable,
to perform the actions that are required by
this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register
approves the incorporation by reference of
Boeing Service Bulletin 747–53A2349,
Revision 2, dated April 3, 2003; and Boeing
Alert Service Bulletin 747–53A2452, dated
April 3, 2003; in accordance with 5 U.S.C.
552(a) and 1 CFR part 51.
(2) The Director of the Federal Register
previously approved the incorporation by
reference of Boeing Alert Service Bulletin
747–53A2349, Revision 1, dated October 12,
2000, as of June 27, 2002 (67 FR 36081, May
23, 2002).
(3) The Director of the Federal Register
previously approved the incorporation by
reference of Boeing Service Bulletin 747–53–
2349, dated June 27, 1991, as of June 11, 1993
(58 FR 27927, May 12, 1993).
(4) 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.
TABLE 1.—MATERIAL INCORPORATED BY REFERENCE
Revision
level
Service bulletin
Boeing
Boeing
Boeing
Boeing
Alert Service Bulletin 747–53A2349 ................................................................................................
Alert Service Bulletin 747–53A2452 ................................................................................................
Service Bulletin 747–53–2349 .........................................................................................................
Service Bulletin 747–53A2349 ........................................................................................................
Issued in Renton, Washington, on
September 28, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–20071 Filed 10–11–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20880; Directorate
Identifier 2003–NM–229–AD; Amendment
39–14327; AD 2005–20–30]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747–100, 747–100B, 747–100B
SUD, 747–200B, 747–300, 747SP, and
747SR Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Boeing Model
747 series airplanes. That AD currently
requires repetitive inspections to detect
cracks in various areas of the fuselage
internal structure, and repair if
necessary. This new AD requires
VerDate Aug<31>2005
16:47 Oct 11, 2005
Jkt 208001
repetitive inspections of additional
areas of the fuselage internal structure,
and related investigative/corrective
actions if necessary. This new AD also
removes certain requirements from the
existing AD. This AD results from
fatigue testing of the fuselage structure
of a Boeing Model 747SR series
airplane. We are issuing this AD to
prevent the loss of the structural
integrity of the fuselage, which could
result in rapid depressurization of the
airplane.
Effective November 16, 2005.
The Director of the Federal Register
approved the incorporation by reference
of Boeing Service Bulletin 747–
53A2349, Revision 2, dated April 3,
2003, as of November 16, 2005.
On June 27, 2002 (67 FR 36081, May
23, 2002), the Director of the Federal
Register approved the incorporation by
reference of Boeing Alert Service
Bulletin 747–53A2349, Revision 1,
dated October 12, 2000.
On June 11, 1993 (58 FR 27927, May
12, 1993), the Director of the Federal
Register approved the incorporation by
reference of Boeing Service Bulletin
747–53–2349, dated June 27, 1991.
DATES:
You may examine the 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
ADDRESSES:
PO 00000
Frm 00044
Fmt 4700
Sfmt 4700
1 ...............
Original ....
Original ....
2 ..............
Date
October 12, 2000
April 3, 2003.
June 27, 1991.
April 3, 2003.
SW., Nassif Building, room PL–401,
Washington, DC.
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:
Examining the Docket
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 street
address stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2002–10–10, amendment
39–12756 (67 FR 36081, May 23, 2002).
The existing AD applies to certain
Boeing Model 747 series airplanes. That
NPRM was published in the Federal
Register on April 11, 2005 (70 FR
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]]>Agencies
[Federal Register Volume 70, Number 196 (Wednesday, October 12, 2005)]
[Rules and Regulations]
[Pages 59246-59252]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-20071]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20879; Directorate Identifier 2004-NM-55-AD;
Amendment 39-14326; AD 2005-20-29]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-300, 747SP, and 747SR Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-
300, 747SP, and 747SR series airplanes. This AD requires repetitive
inspections to detect cracks in various areas of the upper deck floor
beams, and repair if necessary. This AD results from fatigue testing
that revealed severed upper chords of the upper deck floor beams due to
fatigue cracking. We are issuing this AD to detect and correct cracking
in the upper chords of the upper deck floor beams. Undetected cracking
could result in large deflection or deformation of the upper deck floor
beams, resulting in damage to wire bundles and control cables for the
flight control system, and reduced controllability of the airplane.
Multiple adjacent severed floor beams could result in rapid
decompression of the airplane.
DATES: This AD becomes effective November 16, 2005.
The Director of the Federal Register approved the incorporation by
reference of Boeing Service Bulletin 747-53A2349, Revision 2, dated
April 3, 2003; and Boeing Alert Service Bulletin 747-53A2452, dated
April 3, 2003; as of November 16, 2005.
On June 27, 2002 (67 FR 36081, May 23, 2002), the Director of the
Federal Register approved the incorporation by reference of Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000.
On June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the
Federal Register approved the incorporation by reference of Boeing
Service Bulletin 747-53-2349, dated June 27, 1991.
ADDRESSES: You may examine the 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
[[Page 59247]]
SW., Nassif Building, room PL-401, Washington, DC.
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:
Examining the Docket
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 street address stated in the
ADDRESSES section.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to certain Boeing Model
747-100, -100B, 100B SUD, -200B, and -300 series airplanes; and Model
747SP and 747SR series airplanes. That NPRM was published in the
Federal Register on April 11, 2005 (70 FR 18327). That NPRM proposed to
require repetitive inspections to detect cracks in various areas of the
upper deck floor beams, and repair if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Request To Revise Paragraph (b)
One commenter, the manufacturer, requests that paragraph (b) of the
proposed AD be revised to state, ``Supersedes AD 2002-10-10, amendment
39-12756 (67 FR 36081, May 23, 2002), paragraphs (a)(1), (d), (e), and
(f).'' The commenter states that the revision indicates the parts of AD
2002-10-10 that are being superseded by the proposed AD.
We do not agree. This final rule does not supersede AD 2002-10-10.
This final rule is a stand-alone AD to address the upper deck floor
beam inspections specified in AD 2002-10-10 and the additional upper
deck floor beam inspections specified in Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003. As explained in the ``Other Related
Rulemaking'' section of the proposed AD, we proposed to supersede AD
2002-10-10 with a separate AD that does not include the upper deck
floor beam inspections. Consequently, on April 1, 2005, we issued a
notice of proposed rulemaking (NPRM), Docket No. FAA-2005-20880, to
propose to require repetitive inspections to detect cracks in various
areas of the fuselage internal structure, and related investigative/
corrective actions if necessary. That NPRM, which would supersede AD
2002-10-10, was published in the Federal Register on April 11, 2005 (70
FR 18332). We have not revised the final rule in this regard.
Request To Revise Note 1
The same commenter requests that Note 1 of the proposed AD be
revised to reference paragraph (c) instead of paragraph (b). The
commenter states that paragraph (b) was incorrectly referenced.
We agree with the commenter and have revised Note 1 of the final
rule accordingly.
Request To Revise Paragraph (h)(2)
The same commenter requests that the description of the inspection
area in paragraph (h)(2) of the proposed AD be revised to remove the
reference to the body stations. The commenter believes that the
reference to body station (STA) 380 through STA 1100 is an error
carried over from AD 2002-10-10. The commenter notes that circle note 1
in Figure 2 of Boeing Alert Service Bulletin 747-53A2349, Revision 1,
dated October 12, 2000, specifies that Group 3 airplanes inspect upper
deck floor beams from STA 260 to STA 1100.
We agree with the commenter that the reference to STA 380 is in
error and that the beginning station should have been cited as STA 260.
However, we do not agree that a change to paragraph (h)(2) of the final
rule is necessary. Operators will be doing the next inspection in
accordance with paragraph (l) of the final rule. Paragraph (l)
references Boeing Service Bulletin 747-53A2349, Revision 2, dated April
3, 2003, which specifies an inspection of the upper deck structure from
STA 260 through STA 1100. We have not revised the final rule in this
regard.
Request To Clarify Applicability of Paragraphs (i)(1) and (i)(2)
The same commenter requests that the applicability of paragraphs
(i)(1) and (i)(2) of the proposed AD be clarified. The commenter notes
that paragraph (i) of the proposed AD refers to both Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000; and
Boeing Alert Service Bulletin 747-53A2452, dated April 3, 2003. The
commenter also points out that paragraphs (i)(1) and (i)(2) of the
proposed AD refer to groups for the paragraph applicability but do not
specify which service bulletin the groups are defined in. The commenter
notes that the correct groups are defined only in Boeing Alert Service
Bulletin 747-53A2349, Revision 1.
We agree with the commenter. Boeing Alert Service Bulletin 747-
53A2349, Revision 1, defines the groups referenced in paragraphs (i)(1)
and (i)(2) of the final rule. We have revised paragraphs (i)(1) and
(i)(2) of the final rule accordingly.
Request To Revise Paragraph (j) To Clarify Wording
The same commenter requests that the wording in paragraph (j) of
the proposed AD be clarified. The commenter states that ``Area 1''
referenced in paragraph (j) has a different meaning in Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000, than
it does in Boeing Alert Service Bulletin 747-53A2452, dated April 3,
2003. The commenter suggests replacing the phrase ``For Area 1 only''
with ``For upper deck floor beams only.''
We agree with the commenter that ``Area 1'' is defined differently
in the service bulletins. To avoid confusion, we have removed the
phrase ``For Area 1 only'' from paragraph (j) of the final rule.
Request To Revise Inspection Area Specified in Paragraph (l)
The same commenter requests that paragraph (l) of the proposed AD
be revised to clarify the inspection area. The commenter states the
inspection area of ``the horizontal flanges of the upper chord of the
upper deck floor beams'' specified in paragraph (l) be replaced with
``the cab floor and of the upper deck floor beams.'' The commenter
points out that Figure 2 of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003, specifies to do an inspection of the
upper chord, web, and lower chord of all upper deck floor beams from
STA 260 and aft, and an inspection of the cab floor web and its
nutplates and cutout locations.
We agree with the commenter because the intent of the inspection
specified in paragraph (l) of the final rule is to inspect all of area
1, as specified in Figure 2 of the service bulletin. For clarity, we
have revised paragraph (l) of the final rule to specify doing an
inspection for cracking of the cab floor and of the upper deck floor
beams.
[[Page 59248]]
Request To Revise Compliance Time in Paragraph (m)(3)(i)(B)
The same commenter requests that one of the compliance times for
the inspection specified in paragraph (m)(3)(i)(B) of the proposed AD
be removed. The commenter contends that the inspection is currently
required by AD 2002-10-10 at 2,000-flight-cycle intervals; therefore,
the compliance time of ``within 2,000 flight cycles after the most
recent inspection required by paragraph (i) of this AD,'' is
satisfactory. The commenter states that the additional compliance time
of ``or within 750 flight cycles after the effective date of this AD,
whichever is first'' is not needed.
We disagree. For the inspection specified in paragraph (m)(3)(i)(B)
of the final rule, the compliance time of ``Within 2,000 flight cycles
after the most recent inspection required by paragraph (i) of this AD,
or 750 flight cycles after the effective date of this AD, whichever is
first,'' is required in order to make a transition from doing the
inspections in accordance with Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, at the 2,000-flight-cycle
interval, to doing the inspections in accordance with Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, at the 750-flight-
cycle interval. We have not revised the final rule in this regard.
Request To Revise Compliance Time in Paragraph (m)(4)(i)(B)
The same commenter requests that one of the compliance times for
the inspection specified in paragraph (m)(4)(i)(B) of the proposed AD
be removed. The commenter contends that the inspection is currently
required by AD 2002-10-10 at 6,000-flight-cycle intervals; therefore,
the compliance time of ``within 6,000 flight cycles after the most
recent inspection required by paragraph (i) of this AD'' is
satisfactory. The commenter states that the additional compliance time
of ``or within 3,000 flight cycles after the effective date of this AD,
whichever is first'' is not needed.
We disagree. For the inspection specified in paragraph (m)(4)(i)(B)
of the final rule, the compliance time of ``Within 6,000 flight cycles
after the most recent inspection required by paragraph (i) of this AD,
or 3,000 flight cycles after the effective date of this AD, whichever
is first,'' is required in order to make a transition from doing the
inspections in accordance with Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, at the 6,000 flight-cycle
interval, to doing the inspections in accordance with Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, at the 3,000-flight-
cycle interval. We have not revised the final rule in this regard.
Request To Clarify Inspection Reference
The same commenter requests that paragraph (m)(4) of the proposed
AD be revised to clarify that the open-hole HFEC inspection must be
done in accordance with circle note 2a. of Figure 2 of Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. The
commenter notes that the inspection in paragraph (m)(4) of the proposed
AD is for airplanes on which the inspection specified in paragraph (i)
of the proposed AD has been done in accordance with the service
bulletin, using the open-hole inspection per circle note 2a. or the
surface inspection per circle note 2b. of Figure 2.
We partially agree with the commenter. We agree that the previously
accomplished open-hole HFEC inspection must be done in accordance with
circle note 2a. of Figure 2 of Boeing Alert Service Bulletin 747-
53A2349, Revision 1. However we do not agree that it is necessary to
revise paragraph (m)(4) of the final rule. The open-hole HFEC
inspection specified in Figure 2 of the service bulletin can be done
only in accordance with circle note 2a. Paragraph (m)(4) does specify
which circle note must be used for the surface HFEC inspection because
Figure 2 of the service bulletin specifies that inspection can be done
in accordance with circle note 2b. or 2c. We have not revised the final
rule in this regard.
Request To Revise Method of Counting Flight Cycles
The same commenter requests that we revise the method of counting
flight cycles for paragraphs (l), (m), and (n) of the proposed AD. The
commenter suggests that a paragraph be added to allow adjustments to
the compliance times if the cabin differential pressure is at 2.0
pounds per square inch (psi) or less. The commenter states that this
allowance is consistent with previous requirements for these
inspections and is a continuation of the allowance for the upper deck
floor beams given in paragraph (f) of AD 2002-10-10. The commenter adds
that the fatigue and crack growth behavior at the floor panel holes in
the upper chord of the upper deck floor beams, that are the subject of
the proposed AD, is caused by tension stresses in the floor beam upper
chords. The commenter further states that the tension stresses in the
747 upper deck floor beams are almost entirely the result of reacting
loads due to cabin differential pressure. The commenter concludes that
it is technically correct not to count flight cycles that have a low
cabin differential pressure, and do not significantly contribute to
fatigue and crack growth.
We acknowledge the commenter's technical rationale for not counting
the pressurization cycles less than 2.0 psi in this final rule.
However, we do not agree with the commenter's request for the following
reasons:
There have been several instances of other in-service
issues where analytical rationales, similar to that of the commenter,
have indicated that pressurization cycles less than 2.0 psi should not
be counted. However, when fleet records have been examined, the
airplanes engaging in such operations have the same or greater
occurrences of crack findings compared with airplanes on which all
pressurized flights are counted. As a result, we carefully consider
such matters based on all available factors, including individual
operators' specific maintenance programs, technical rationale, and
fleet experience.
We have found that such provisions are applicable only to
a small number of operators that may not pressurize their airplanes
above 2.0 psi in all their flights. We have determined that the best
way to handle such circumstances is for operators to request an
alternative method of compliance (AMOC) in accordance with paragraph
(s) of this AD, rather than by increasing the complexity of the AD by
addressing each operator's unique situation.
Request To Clarify Headings for Paragraphs (p) and (q)
The same commenter requests that the headings for paragraphs (p)
and (q) of the proposed AD be clarified to indicate that the paragraphs
are applicable only to areas 1 and 2. The commenter states that the
repairs and modifications specified in Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, are applicable only to areas 1 and 2.
We agree with the commenter that the actions specified in
paragraphs (p) and (q) of the final rule are applicable only to areas 1
and 2, as specified in the service bulletin. Paragraphs (p) and (q) of
the final rule clearly state that the specified actions are for areas 1
and 2, as specified in the service bulletin. For further clarity, we
have revised the headings for paragraphs (p) and (q) of the final rule.
[[Page 59249]]
Request To Include Effect of AD 2004-07-22 on the Proposed AD
Two commenters request that the proposed AD include the effect of
AD 2004-07-22, amendment 39-13566 (69 FR 18250, April 7, 2004), which
mandates Boeing Document No. D6-35022, ``Supplemental Structural
Inspection Document,'' (SSID) for Model 747 Airplanes, Revision G,
dated December 2000. One commenter states that it has done the SSID
inspections required by AD 2004-07-22 and that the proposed AD may
include inspections already covered by the SSID inspections. The
commenter suggests that, to prevent double work, the proposed AD should
identify the paragraphs for which SSID inspections are acceptable as an
alternate means of compliance (AMOC). The other commenter, the
manufacturer, notes that the SSID includes statements that allow the
use of Boeing Service Bulletin 747-53-2349 inspections in lieu of SSID
inspections. The commenter notes that because of the proposed AD, there
will be a requirement to perform the SSID inspections and the Boeing
Service Bulletin 747-53-2349 inspections without an allowance to use
the service bulletin inspections as a substitute for the SSID
inspections. The commenter also states that SSID items F-19B, F-19I, F-
19J, and F-20A are addressed by Boeing Alert Service Bulletin 747-
53A2452, dated April 3, 2003 (this service bulletin is referenced as
the appropriate source of service information for doing certain
inspections in the proposed AD). The commenter suggests that it is
better to have an operator use the service bulletin inspections due to
the improved level of detailed instructions.
We agree with the commenters that certain inspections done in
accordance with Boeing Service Bulletin 747-53-2349 or Boeing Alert
Service Bulletin 747-53A2452 may be acceptable as a substitute for
corresponding SSID inspections and vice versa, because both inspections
cover common areas. However, operators must identify the inspections
and substantiate that any substitutions would provide an acceptable
level of safety, and we must approve any substitutions. In order to
avoid further delay to the inspections required by this final rule, we
have not revised the final rule in this regard. Operators may request
approval for AMOCs according to paragraph (s) of this final rule. For
AD 2004-07-22, operators may request approval for AMOCs according to
paragraph (g) of that AD.
Credit for Actions Done in Accordance With AD 2005-06-11
Note 4 of the proposed AD specifies that inspections done in
accordance with AD 2000-04-17 are acceptable for compliance with the
requirements of paragraph (i) of the proposed AD. On March 9, 2005, we
issued AD 2005-06-11, amendment 39-14017 (70 FR 13353, March 21, 2005),
which supersedes AD 2000-04-17. Inspections done in accordance with AD
2005-06-11 are also acceptable for compliance with the requirements of
paragraph (i) of the final rule. We have revised Note 4 of the final
rule accordingly.
Explanation of Change Made to This AD
We have revised the ``Alternative Methods of Compliance (AMOCs)''
paragraph in this AD to clarify the delegation authority for Authorized
Representatives for the Boeing Commercial Airplanes Delegation Option
Authorization. We have also simplified paragraphs (g), (k), (o), and
(p) of this AD by referring to the ``AMOCs'' paragraph of this AD for
repair methods.
Clarification of AMOC Paragraph
We have revised this final rule to clarify the appropriate
procedure for notifying the principal inspector before using any
approved AMOC on any airplane to which the AMOC applies.
Conclusion
We have carefully reviewed the available data, including the
comments received, and determined that air safety and the public
interest require adopting the AD with the changes described previously.
We have determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 489 airplanes of the affected design worldwide.
This AD will affect about 155 airplanes of U.S. registry.
The actions for the upper deck floor beams that are required by AD
93-08-12, and retained in AD 2002-10-10 and this AD, take about 150
work hours per airplane, at an average labor rate of $65 per work hour.
Based on these figures, the estimated costs of these currently required
actions are $9,750 per airplane, per inspection cycle.
The inspections of the upper deck floor beams that are required by
AD 2002-10-10 and retained in this AD take about 255 work hours per
airplane, at an average labor rate of $65 per work hour. Based on these
figures, the estimated cost of these currently required inspections is
$16,575 per airplane, per inspection cycle.
The new inspections will take about 155 work hours per airplane, at
an average labor rate of $65 per work hour. Based on these figures, the
estimated cost of the new actions specified in this AD for U.S.
operators is $1,561,625 or $10,075 per airplane, per inspection cycle.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD 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.
[[Page 59250]]
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):
2005-20-29 Boeing: Amendment 39-14326. Docket No. FAA-2005-20879;
Directorate Identifier 2004-NM-55-AD.
Effective Date
(a) This AD becomes effective November 16, 2005.
Affected ADs
(b) Related to AD 2002-10-10, amendment 39-12756 (67 FR 36081,
May 23, 2002).
Applicability
(c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-300, 747SP, and 747SR series airplanes;
certificated in any category; as identified in Boeing Alert Service
Bulletin 747-53A2452, dated April 3, 2003.
Unsafe Condition
(d) This AD results from fatigue testing by the manufacturer
that revealed severed upper chords of the upper deck floor beams due
to fatigue cracking. We are issuing this AD to detect and correct
cracking in the upper chords of the upper deck floor beams.
Undetected cracking could result in large deflection or deformation
of the upper deck floor beams, resulting in damage to wire bundles
and control cables for the flight control system, and reduced
controllability of the airplane. Multiple adjacent severed floor
beams could 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.
Note 1: Paragraphs (f) and (g) of this AD restate the
requirements of paragraphs (a) and (c) of AD 2002-10-10. As allowed
by the phrase, ``unless accomplished previously,'' if those
requirements of AD 2002-10-10 have already been accomplished, this
AD does not require that those actions be repeated.
Inspection
(f) Before the accumulation of 22,000 total flight cycles, or
within 1,000 flight cycles after June 11, 1993 (the effective date
of AD 93-08-12, amendment 39-8559), whichever occurs later, unless
accomplished previously within the last 2,000 flight cycles; and
thereafter at intervals not to exceed 3,000 flight cycles: Do a
detailed inspection to detect cracks in the upper deck floor beams
in Sections 41 and 42, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-53-2349, dated June 27,
1991; Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated
October 12, 2000; or Boeing Service Bulletin 747-53A2349, Revision
2, dated April 3, 2003. After the effective date of this AD, only
Boeing Service Bulletin 747-53A2349, Revision 2, dated April 3,
2003, may be used. Continue doing the inspections required by this
paragraph until the inspections required by paragraph (h) or (l) of
this AD are accomplished.
Repair of Cracks Detected During Paragraph (f) Inspections
(g) Before further flight, repair any cracking detected during
the inspections done in accordance with paragraph (f) of this AD,
according to a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or according to data meeting the
certification basis of the airplane approved a Boeing Company
Designated Engineering Representative (DER) who has been authorized
by the Manager, Seattle ACO, to make such findings; or according to
a method approved in accordance with the procedures specified in
paragraph (s) of this AD.
Note 2: Paragraphs (h), (i), (j), and (k), of this AD restate
the requirements of paragraphs (d), (e), (f), and (g), of AD 2002-
10-10. As allowed by the phrase, ``unless accomplished previously,''
if those requirements of AD 2002-10-10 have already been
accomplished, this AD does not require that those actions be
repeated.
Additional Inspections
(h) Before the accumulation of 22,000 total flight cycles, or
within 3,000 flight cycles after doing the most recent inspection
required by paragraph (f) of this AD, whichever occurs later: Do a
detailed inspection to find cracking in the areas specified in
paragraph (h)(1) or (h)(2), as applicable, in accordance with Figure
2 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 747-53A2349, Revision 1, dated October 12, 2000; or Boeing
Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003. After
the effective date of this AD, only Boeing Service Bulletin 747-
53A2349, Revision 2, may be used. Repeat the inspection thereafter
at intervals not to exceed 3,000 flight cycles. Continue doing the
inspection required by this paragraph until the initial inspection
required by paragraph (l) of this AD is accomplished. Accomplishment
of the inspection in this paragraph terminates the inspections
required by paragraph (f) of this AD.
(1) For Groups 1, 2, 4, and 5 airplanes: Do the inspections of
Area 1 (sections 41 and 42 upper deck floor beams), including
existing repairs and modifications.
(2) For Group 3 airplanes: Do the inspections of Area 1
(sections 41, 42, and 44 upper deck floor beams from body stations
380 through 1100 inclusive), including existing repairs and
modifications.
Note 3: For the purposes of this AD, a detailed inspection is
defined as: ``An intensive visual examination of a specific
structural area, system, installation, or assembly to detect damage,
failure, or irregularity. Available lighting is normally
supplemented with a direct source of good lighting at intensity
deemed appropriate by the inspector. Inspection aids such as mirror,
magnifying lenses, etc., may be used. Surface cleaning and elaborate
access procedures may be required.''
(i) Before the accumulation of 28,000 total flight cycles, or
within 3,000 flight cycles after doing the most recent inspection
required by paragraph (f) of this AD, whichever occurs later: Do a
high frequency eddy current (HFEC) inspection to find cracking of
the open holes in the horizontal flanges of the upper chord of the
upper deck floor beams in the areas specified in paragraph (i)(1) or
(i)(2) of this AD, as applicable, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000. Do the inspection in
accordance with the ``Inspection Alternatives'' as specified in
Sheet 7 of Figure 2 of the Accomplishment Instructions of the
service bulletin. Repeat the applicable inspection at the times
specified in the ``Repeat Inspection Intervals'' in Sheet 7 of
Figure 2 of the Accomplishment Instructions of the service bulletin.
After the effective date of this AD, Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, must be used to perform the
inspections required by this paragraph. Repeat the inspections until
the requirements of paragraph (m) of this AD are accomplished.
(1) For Group 1, 2, 4, and 5 airplanes, as defined in Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12,
2000: Do the inspections at the applicable locations (BS 380 through
BS 780 inclusive for Groups 1, 2, and 4, BS 380 through BS 860
inclusive for Group 5) as specified in Sheet 7 of Figure 2.
(2) For Group 3 airplanes, as defined in Boeing Alert Service
Bulletin 747-53A2349, Revision 1, dated October 12, 2000: Do the
inspections as specified in Sheet 7 of Figure 2, at the upper deck
floor beams from BS 380 through BS 1100 inclusive.
Note 4: HFEC inspections of the left and right sides of the
upper deck floor beam at body station 380, between buttock lines 40
and 76, done in accordance with AD 2000-04-17 or AD 2005-06-11, are
considered acceptable for compliance with the applicable inspections
specified in paragraph (i) of this AD.
Adjustments to Compliance Time: Cabin Differential Pressure
(j) For the purposes of calculating the compliance threshold and
repetitive interval for the actions required by paragraphs (h) and
(i) of this AD: The number of flight cycles in which cabin
differential pressure is at 2.0 pounds per square inch (psi) or less
need not be counted when determining the number of flight cycles
that have occurred on the airplane, provided that flight cycles with
momentary spikes in cabin differential pressure above 2.0 psi are
included as full pressure cycles. For this provision to apply, all
cabin pressure records must be
[[Page 59251]]
maintained for each airplane: No fleet-averaging of cabin pressure
is allowed.
Repair of Cracks Detected During Paragraph (h) and (i) Inspections
(k) Before further flight, repair any cracking found during the
inspections done in accordance with paragraphs (h) and (i) of this
AD, in accordance with Boeing Alert Service Bulletin 747-53A2349,
Revision 1, dated October 12, 2000. Where the service bulletin
specifies to contact Boeing for repair instructions, repair
according to a method approved by the Manager, Seattle ACO; or
according to a method approved in accordance with the procedures
specified in paragraph (s) of this AD.
New Requirements of This AD
Detailed Inspection
(l) Before the accumulation of 22,000 total flight cycles, or
within 3,000 flight cycles after the most recent inspection required
by paragraph (f) or (h) of this AD, whichever is later: Do a
detailed inspection for cracking of the cab floor and of the upper
deck floor beams. Do the inspection in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003. Repeat the inspection thereafter at
intervals not to exceed 3,000 flight cycles. Doing the initial
inspection required by this paragraph terminates the inspections
required by paragraphs (f) and (h) of this AD.
High Frequency Eddy Current (HFEC) Inspection
(m) Do a HFEC inspection for cracking of the horizontal flanges
of the upper chord of the upper deck floor beams, in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, at the applicable time specified
in paragraph (m)(1), (m)(2), (m)(3), or (m)(4) of this AD. Areas 1,
2, and 3, as specified in paragraphs (m) and (n) of this AD, are
defined in the service bulletin. Accomplishment of this inspection
terminates the inspections required by paragraph (i) of this AD.
(1) For airplanes that have not been inspected in accordance
with the requirements of paragraph (f), (h), or (i) of this AD:
(i) For Area 1: Before the accumulation of 22,000 total flight
cycles, or within 1,000 flight cycles after the effective date of
this AD, whichever is later.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 1,000 flight cycles after the effective date of
this AD, whichever is later.
(2) For airplanes that have been inspected in accordance with
the requirements of paragraph (f) or (h) of this AD, but not in
accordance with the requirements of paragraph (i) of this AD:
(i) For Area 1: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(3) For airplanes on which a surface HFEC inspection of the
horizontal flanges of the upper chord of the upper deck floor beams,
as required by paragraph (i) of this AD, was accomplished, and the
surface HFEC inspection was accomplished from below the upper deck
floor beams as specified by Figure 2, circle note 2c., of Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12,
2000:
(i) For Area 1: At the later of the times specified in
paragraphs (m)(3)(i)(A) and (m)(3)(i)(B) of this AD.
(A) Before the accumulation of 22,000 total flight cycles.
(B) Within 2,000 flight cycles after the most recent inspection
required by paragraph (i) of this AD, or 750 flight cycles after the
effective date of this AD, whichever is first.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 2,000 flight cycles after the most recent
inspection required by paragraph (i) of this AD, whichever is later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(4) For airplanes on which either a surface or open-hole HFEC
inspection of the horizontal flanges of the upper chord of the upper
deck floor beams, as required by paragraph (i) of this AD has been
accomplished, and the surface HFEC inspection was accomplished from
above and below the upper deck floor beams, as specified by Figure
2, circle note 2b., of Boeing Alert Service Bulletin 747-53A2349,
Revision 1, dated October 12, 2000:
(i) For Area 1: At the later of the times specified in
paragraphs (m)(4)(i)(A) and (m)(4)(ii)(B) of this AD.
(A) Before the accumulation of 22,000 total flight cycles.
(B) Within 6,000 flight cycles after the most recent inspection
required by paragraph (i) of this AD, or within 3,000 flight cycles
after the effective date of this AD whichever is first.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 6,000 flight cycles after the most recent
inspection required by paragraph (i) of this AD, whichever is later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
latest.
Repetitive Inspections
(n) Except as required by paragraphs (o), (p), and (q) of this
AD, repeat the inspections required by paragraph (m) of this AD at
intervals not to exceed those specified in paragraphs (n)(1),
(n)(2), and (n)(3) of this AD:
(1) For Area 1: 3,000 flight cycles if an open-hole HFEC
inspection was accomplished, or 750 flight cycles if a surface HFEC
inspection was accomplished.
(2) For Area 2: 6,000 flight cycles if an open-hole HFEC
inspection was accomplished, or 2,000 flight cycles if a surface
HFEC inspection was accomplished.
(3) For Area 3: 3,000 flight cycles.
Repair of Cracking Detected During Paragraph (l), (m), and (n)
Inspections
(o) Before further flight, repair any cracking found during any
inspection required by paragraph (l), (m), or (n) of this AD in
accordance with Boeing Alert Service Bulletin 747-53A2452, dated
April 3, 2003. Repairs done in accordance with this service bulletin
terminates the requirements of paragraphs (l), (m), and (n) of this
AD for the repaired area only. Where the service bulletin specifies
to contact Boeing for repair instructions, repair according to a
method approved by the Manager, Seattle ACO; or according to a
method approved in accordance with the procedures specified in
paragraph (s) of this AD.
After-Repair Inspections in Areas 1 and 2
(p) At the applicable new inspection thresholds specified in
Figure 1 of Boeing Alert Service Bulletin 747-53A2452, dated April
3, 2003, perform the after-repair inspections for cracking in Areas
1 and 2, as specified in the service bulletin. Where the service
bulletin specifies a threshold after the date of the service
bulletin, use that same threshold after the effective date of this
AD. Perform the after-repair inspections by accomplishing all of the
applicable actions specified in the alert service bulletin. Repair
any cracking found during any inspection required by this paragraph,
according to a method approved by the Manager, Seattle ACO; or
according to a method approved in accordance with the procedures
specified in paragraph (s) of this AD. Any cracking found during any
inspection must be repaired before further flight. Repeat the
inspections of Areas 1 and 2 thereafter at intervals not to exceed
3,000 flight cycles.
Optional Preventative Modification in Areas 1 and 2
(q) If no cracking was found during the open-hole HFEC
inspections required by paragraph (m) or (n) of this AD, repairing
or modifying Areas 1 and 2, as defined in Figure 1 of Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, in accordance
with the service bulletin, defers the repetitive inspections
required by paragraph (n) of this AD, and establishes new inspection
methods, thresholds, and repetitive inspection intervals for the
repaired or modified area. The new inspection thresholds and
intervals are specified in Figure 1 of the service bulletin. Where
the service bulletin specifies a threshold after the date of the
service bulletin, use that same threshold after the effective date
of this AD.
Inspections Done Previously
(r) Doing the inspections required by paragraphs (m) and (n) of
this AD before the effective date of this AD, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, is
[[Page 59252]]
acceptable for compliance with the corresponding actions required by
this AD.
Alternative Methods of Compliance (AMOCs)
(s)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with 14 CFR
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing 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.
(4) Alternative methods of compliance and FAA-approved repairs,
approved previously in accordance with AD 2002-10-10 are approved as
AMOCs for the corresponding actions required by this AD.
Material Incorporated by Reference
(t) You must use the service bulletins specified in Table 1 of
this AD, as applicable, to perform the actions that are required by
this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approves the
incorporation by reference of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003; and Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003; in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51.
(2) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, as of June 27, 2002 (67
FR 36081, May 23, 2002).
(3) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Service Bulletin 747-53-2349,
dated June 27, 1991, as of June 11, 1993 (58 FR 27927, May 12,
1993).
(4) 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.
Table 1.--Material Incorporated by Reference
------------------------------------------------------------------------
Service bulletin Revision level Date
------------------------------------------------------------------------
Boeing Alert Service Bulletin 1................ October 12, 2000
747-53A2349.
Boeing Alert Service Bulletin Original......... April 3, 2003.
747-53A2452.
Boeing Service Bulletin 747-53- Original......... June 27, 1991.
2349.
Boeing Service Bulletin 747- 2................ April 3, 2003.
53A2349.
------------------------------------------------------------------------
Issued in Renton, Washington, on September 28, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-20071 Filed 10-11-05; 8:45 am]
BILLING CODE 4910-13-P
