Airworthiness Directives; Boeing Model 777 Airplanes, 6402-6404 [E6-1681]
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6402
Federal Register / Vol. 71, No. 26 / Wednesday, February 8, 2006 / Proposed Rules
(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.
(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.
Issued in Renton, Washington, on January
27, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–1679 Filed 2–7–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–23817; Directorate
Identifier 2005–NM–176–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 777 Airplanes
Federal Aviation
Administration, DOT.
ACTION: Notice of proposed rulemaking.
rmajette on PROD1PC67 with PROPOSALS1
AGENCY:
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for
certain Boeing Model 777 airplanes.
This proposed AD would require
repetitive inspections for corrosion or
missing corrosion inhibiting compound
of the fuselage skin under the forward
and aft wing-to-body fairings for certain
airplanes, or the fuselage skin under the
forward wing-to-body fairings only for
other airplanes; and corrective action if
necessary. The proposed AD would also
provide an optional preventive
modification of the wing-to-body fairing
panels, which would terminate the
repetitive inspections. This proposed
AD results from several reports
indicating that significant levels of
corrosion were found on the external
surface of the fuselage skin under the
forward and aft wing-to-body fairings.
We are proposing this AD to detect and
correct corrosion, and prevent
subsequent fatigue cracks, on the
fuselage skin under the forward and aft
wing-to-body fairings, which could
result in rapid decompression of the
airplane.
VerDate Aug<31>2005
15:24 Feb 07, 2006
Jkt 208001
We must receive comments on
this proposed AD by March 27, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility,
U.S. Department of Transportation, 400
Seventh Street SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for the service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT: Gary
Oltman, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98055–4056; telephone (425) 917–6443;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
DATES:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘FAA–2006–23817; Directorate
Identifier 2005–NM–176–AD’’ at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review DOT’s complete Privacy Act
PO 00000
Frm 00004
Fmt 4702
Sfmt 4702
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you may visit https://
dms.dot.gov.
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 DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
We have received several reports
indicating that significant levels of
corrosion were found on the external
surface of the fuselage skin under the
forward and aft wing-to-body fairings.
The depth of the corrosion was up to 67
percent of the original skin thickness,
and corrosion was found on some
airplanes as early as four years after
original delivery of the airplane. During
an evaluation done by the manufacturer
it was determined that water can enter
the wing-to-body area through the seal
and drain holes in the fairings, causing
corrosion. Inadequate or missing
corrosion-inhibiting compound (CIC) on
the fuselage skin also contributes to
early corrosion. This condition, if not
corrected, could result in corrosion and
subsequent fatigue cracks on the
fuselage skin under the forward and aft
wing-to-body fairings, and consequent
rapid decompression of the airplane.
Relevant Service Information
We have reviewed Boeing Alert
Service Bulletin 777–53A0044, dated
July 28, 2005. The service bulletin
describes procedures for repetitive
detailed inspections for corrosion or
missing CIC of the fuselage skin under
the forward and aft wing-to-body
fairings for Group 1 airplanes, or the
fuselage skin under the forward wing-tobody fairings only for Group 2 airplanes;
and corrective action if necessary. The
corrective action includes performing a
detailed inspection to determine the
extent of the corrosion, removing any
corrosion found, and applying CIC. The
service bulletin also describes
procedures for an optional preventive
modification of the wing-to-body fairing
panels. The modification involves
applying sealant to certain fasteners,
removing and replacing the seal,
installing scuppers, and applying CIC
on the fuselage skin. Accomplishing the
E:\FR\FM\08FEP1.SGM
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Federal Register / Vol. 71, No. 26 / Wednesday, February 8, 2006 / Proposed Rules
actions specified in the service
information is intended to adequately
address the unsafe condition.
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to exist or
develop on other airplanes of this same
type design. For this reason, we are
proposing this AD, which would require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Difference Between Proposed AD and
Alert Service Bulletin.’’
Difference Between Proposed AD and
Alert Service Bulletin
The service bulletin specifies to
contact the manufacturer for
instructions on how to repair certain
conditions, but this proposed AD would
require repairing those conditions in
one of the following ways:
• Using a method that we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by an
Authorized Representative for the
Boeing Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make those findings.
Costs of Compliance
There are about 385 airplanes of the
affected design in the worldwide fleet.
This proposed AD would affect about
140 airplanes of U.S. registry.
The proposed inspection would take
about 8 work hours per airplane for
Group 1 airplanes, at an average labor
rate of $65 per work hour. Based on
these figures, the estimated cost of the
proposed inspection for U.S. operators
is $520 per airplane, per inspection
cycle.
The proposed inspection would take
about 4 work hours per airplane for
Group 2 airplanes, at an average labor
rate of $65 per work hour. Based on
these figures, the estimated cost of the
proposed inspection for U.S. operators
is $260 per airplane, per inspection
cycle.
rmajette on PROD1PC67 with PROPOSALS1
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,
VerDate Aug<31>2005
15:24 Feb 07, 2006
Jkt 208001
6403
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.
Comments Due Date
Regulatory Findings
(d) This AD results from several reports
indicating that significant levels of corrosion
were found on the external surface of the
fuselage skin under the forward and aft wingto-body fairings. We are issuing this AD to
detect and correct corrosion, and prevent
subsequent fatigue cracks, on the fuselage
skin under the forward and aft wing-to-body
fairings, which could result in rapid
decompression of the airplane.
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD 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, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA–2006–23817;
Directorate Identifier 2005–NM–176–AD.
PO 00000
Frm 00005
Fmt 4702
Sfmt 4702
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777–
200, –300, and –300ER series airplanes;
certificated in any category; as identified in
Boeing Alert Service Bulletin 777–53A0044,
dated July 28, 2005.
Unsafe Condition
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.
Repetitive Inspections
(f) At the latest of the compliance times
specified in paragraphs (f)(1), (f)(2), and (f)(3)
of this AD, as applicable: Perform a detailed
inspection of the fuselage skin under the
wing-to-body fairings for corrosion or
missing corrosion inhibiting compound (CIC)
by doing all the applicable actions specified
in Part 1 of the Accomplishment Instructions
of Boeing Alert Service Bulletin 777–
53A0044, dated July 28, 2005. Repeat the
inspection thereafter at intervals not to
exceed 1,500 days until the requirements of
paragraph (h) are accomplished.
(1) Before the accumulation of 1,500 days
since the date of issuance of the original
standard airworthiness certificate or the date
of issuance of the original export certificate
of airworthiness.
(2) Within 1,500 days after accomplishing
the latest zonal or surveillance inspection
before the effective date of this AD that is
equivalent to the detailed inspection
specified in paragraph (f) of this AD.
(3) Within 750 days after the effective date
of this AD.
Corrective Action
PART 39—AIRWORTHINESS
DIRECTIVES
§ 39.13
(a) The FAA must receive comments on
this AD action by March 27, 2006.
(g) If any corrosion or missing CIC is found
during any inspection required by paragraph
(f) of this AD, before further flight, do a
detailed inspection to determine the full
extent of the corrosion; repair before further
flight by doing all the applicable actions
specified in Part 1 of the Accomplishment
Instructions of Boeing Alert Service Bulletin
777–53A0044, dated July 28, 2005. Where the
alert service bulletin specifies to contact
Boeing for repair instructions: Repair before
further flight, according to a method
approved in accordance with the procedures
specified in paragraph (i) of this AD.
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6404
Federal Register / Vol. 71, No. 26 / Wednesday, February 8, 2006 / Proposed Rules
Optional Terminating Action
(h) Accomplishing the preventive
modification of the wing-to-body fairing
panels in accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 777–53A0044, dated July 28,
2005, terminates the repetitive inspections
required by paragraph (f) of this AD for the
modified area only.
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, Seattle ACO, 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.
(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.
Issued in Renton, Washington, on January
30, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–1681 Filed 2–7–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–23803; Directorate
Identifier 2005–NM–238–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747–400, 747–400D, and 747–
400F Series Airplanes
Federal Aviation
Administration, DOT.
ACTION: Notice of proposed rulemaking.
rmajette on PROD1PC67 with PROPOSALS1
AGENCY:
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Boeing
Model 747–400, –400D, and –400F
series airplanes. The existing AD
currently requires revising the airplane
flight manual (AFM) to require the
flightcrew to maintain certain minimum
fuel levels in the center fuel tanks, and
to prohibit the use of the horizontal
stabilizer fuel tank. This proposed AD
would require installing new integrated
display software in the integrated
VerDate Aug<31>2005
15:24 Feb 07, 2006
Jkt 208001
display units and electronic flight
instrument system/engine indication
and crew alerting system interface units
(EIUs) of the flight deck. This proposed
AD also would require revising the AFM
to include procedures to prevent dry
operation of the center wing and
horizontal stabilizer fuel tanks; for
maintaining minimum fuel levels; and
for de-fueling fuel tanks. For certain
airplanes, the proposed AD also requires
removing G13 pin ground wires of a
certain wire integration unit of the EIUs
at certain connector locations. This
proposed AD results from fuel system
reviews conducted by the manufacturer.
We are proposing this AD to reduce the
potential for ignition sources inside fuel
tanks, which, in combination with
flammable fuel vapors, could result in
fuel tank explosions and consequent
loss of the airplane.
DATES: We must receive comments on
this proposed AD by March 27, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT:
Sulmo Mariano, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6501; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘Docket No. FAA–2006–23803;
Directorate Identifier 2005–NM–238–
AD’’ at the beginning of your comments.
PO 00000
Frm 00006
Fmt 4702
Sfmt 4702
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or may visit https://
dms.dot.gov.
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 DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
The FAA has examined the
underlying safety issues involved in fuel
tank explosions on several large
transport airplanes, including the
adequacy of existing regulations, the
service history of airplanes subject to
those regulations, and existing
maintenance practices for fuel tank
systems. As a result of those findings,
we issued a regulation titled ‘‘Transport
Airplane Fuel Tank System Design
Review, Flammability Reduction and
Maintenance and Inspection
Requirements’’ (67 FR 23086, May 7,
2001). In addition to new airworthiness
standards for transport airplanes and
new maintenance requirements, this
rule included Special Federal Aviation
Regulation No. 88 (‘‘SFAR 88,’’
Amendment 21–78, and subsequent
Amendments 21–82 and 21–83).
Among other actions, SFAR 88
requires certain type design (i.e., type
certificate (TC) and supplemental type
certificate (STC)) holders to substantiate
that their fuel tank systems can prevent
E:\FR\FM\08FEP1.SGM
08FEP1
]]>Agencies
[Federal Register Volume 71, Number 26 (Wednesday, February 8, 2006)]
[Proposed Rules]
[Pages 6402-6404]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-1681]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-23817; Directorate Identifier 2005-NM-176-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking.
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain Boeing Model 777 airplanes. This proposed AD would require
repetitive inspections for corrosion or missing corrosion inhibiting
compound of the fuselage skin under the forward and aft wing-to-body
fairings for certain airplanes, or the fuselage skin under the forward
wing-to-body fairings only for other airplanes; and corrective action
if necessary. The proposed AD would also provide an optional preventive
modification of the wing-to-body fairing panels, which would terminate
the repetitive inspections. This proposed AD results from several
reports indicating that significant levels of corrosion were found on
the external surface of the fuselage skin under the forward and aft
wing-to-body fairings. We are proposing this AD to detect and correct
corrosion, and prevent subsequent fatigue cracks, on the fuselage skin
under the forward and aft wing-to-body fairings, which could result in
rapid decompression of the airplane.
DATES: We must receive comments on this proposed AD by March 27, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for the service information identified in this
proposed AD.
FOR FURTHER INFORMATION CONTACT: Gary Oltman, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6443; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed in the ADDRESSES section. Include the docket number ``FAA-2006-
23817; Directorate Identifier 2005-NM-176-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments received by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may visit https://dms.dot.gov.
Examining the 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 DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Discussion
We have received several reports indicating that significant levels
of corrosion were found on the external surface of the fuselage skin
under the forward and aft wing-to-body fairings. The depth of the
corrosion was up to 67 percent of the original skin thickness, and
corrosion was found on some airplanes as early as four years after
original delivery of the airplane. During an evaluation done by the
manufacturer it was determined that water can enter the wing-to-body
area through the seal and drain holes in the fairings, causing
corrosion. Inadequate or missing corrosion-inhibiting compound (CIC) on
the fuselage skin also contributes to early corrosion. This condition,
if not corrected, could result in corrosion and subsequent fatigue
cracks on the fuselage skin under the forward and aft wing-to-body
fairings, and consequent rapid decompression of the airplane.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 777-53A0044, dated
July 28, 2005. The service bulletin describes procedures for repetitive
detailed inspections for corrosion or missing CIC of the fuselage skin
under the forward and aft wing-to-body fairings for Group 1 airplanes,
or the fuselage skin under the forward wing-to-body fairings only for
Group 2 airplanes; and corrective action if necessary. The corrective
action includes performing a detailed inspection to determine the
extent of the corrosion, removing any corrosion found, and applying
CIC. The service bulletin also describes procedures for an optional
preventive modification of the wing-to-body fairing panels. The
modification involves applying sealant to certain fasteners, removing
and replacing the seal, installing scuppers, and applying CIC on the
fuselage skin. Accomplishing the
[[Page 6403]]
actions specified in the service information is intended to adequately
address the unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. For this reason, we are proposing this AD,
which would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Difference Between Proposed AD and Alert Service Bulletin.''
Difference Between Proposed AD and Alert Service Bulletin
The service bulletin specifies to contact the manufacturer for
instructions on how to repair certain conditions, but this proposed AD
would require repairing those conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
Costs of Compliance
There are about 385 airplanes of the affected design in the
worldwide fleet. This proposed AD would affect about 140 airplanes of
U.S. registry.
The proposed inspection would take about 8 work hours per airplane
for Group 1 airplanes, at an average labor rate of $65 per work hour.
Based on these figures, the estimated cost of the proposed inspection
for U.S. operators is $520 per airplane, per inspection cycle.
The proposed inspection would take about 4 work hours per airplane
for Group 2 airplanes, at an average labor rate of $65 per work hour.
Based on these figures, the estimated cost of the proposed inspection
for U.S. operators is $260 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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD 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, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
Boeing: Docket No. FAA-2006-23817; Directorate Identifier 2005-NM-
176-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by March 27,
2006.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777-200, -300, and -300ER
series airplanes; certificated in any category; as identified in
Boeing Alert Service Bulletin 777-53A0044, dated July 28, 2005.
Unsafe Condition
(d) This AD results from several reports indicating that
significant levels of corrosion were found on the external surface
of the fuselage skin under the forward and aft wing-to-body
fairings. We are issuing this AD to detect and correct corrosion,
and prevent subsequent fatigue cracks, on the fuselage skin under
the forward and aft wing-to-body fairings, which 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.
Repetitive Inspections
(f) At the latest of the compliance times specified in
paragraphs (f)(1), (f)(2), and (f)(3) of this AD, as applicable:
Perform a detailed inspection of the fuselage skin under the wing-
to-body fairings for corrosion or missing corrosion inhibiting
compound (CIC) by doing all the applicable actions specified in Part
1 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 777-53A0044, dated July 28, 2005. Repeat the inspection
thereafter at intervals not to exceed 1,500 days until the
requirements of paragraph (h) are accomplished.
(1) Before the accumulation of 1,500 days since the date of
issuance of the original standard airworthiness certificate or the
date of issuance of the original export certificate of
airworthiness.
(2) Within 1,500 days after accomplishing the latest zonal or
surveillance inspection before the effective date of this AD that is
equivalent to the detailed inspection specified in paragraph (f) of
this AD.
(3) Within 750 days after the effective date of this AD.
Corrective Action
(g) If any corrosion or missing CIC is found during any
inspection required by paragraph (f) of this AD, before further
flight, do a detailed inspection to determine the full extent of the
corrosion; repair before further flight by doing all the applicable
actions specified in Part 1 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 777-53A0044, dated July 28, 2005.
Where the alert service bulletin specifies to contact Boeing for
repair instructions: Repair before further flight, according to a
method approved in accordance with the procedures specified in
paragraph (i) of this AD.
[[Page 6404]]
Optional Terminating Action
(h) Accomplishing the preventive modification of the wing-to-
body fairing panels in accordance with Part 2 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 777-53A0044, dated
July 28, 2005, terminates the repetitive inspections required by
paragraph (f) of this AD for the modified area only.
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, Seattle ACO, 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 Sec.
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.
Issued in Renton, Washington, on January 30, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-1681 Filed 2-7-06; 8:45 am]
BILLING CODE 4910-13-P
