Airworthiness Directives; Boeing Model 747 Airplanes, 3934-3936 [E7-1212]

Download as PDF 3934 Federal Register / Vol. 72, No. 18 / Monday, January 29, 2007 / Rules and Regulations (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. Material Incorporated by Reference (m) You must use Boeing Service Bulletin 767–30A0038, Revision 2, dated February 23, 2006, to perform the actions that are required by this AD, unless the AD specifies otherwise. The Director of the Federal Register approved the incorporation by reference of this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for a copy of this service information. You may review copies at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, SW., Room PL–401, Nassif Building, Washington, DC; on the Internet at http://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 http://www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington, on January 12, 2007. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–1211 Filed 1–26–07; 8:45 am] BILLING CODE 4910–13–P the radial lap splices of the STA 2360 aft pressure bulkhead are subject to widespread fatigue damage. We are issuing this AD to detect and correct cracking of the bulkhead web at multiple sites along the radial lap splice, which could join together to form cracks of critical length, and result in rapid decompression and loss of control of the airplane. This AD becomes effective March 5, 2007. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of March 5, 2007. DATES: You may examine the AD docket on the Internet at http:// dms.dot.gov or in person at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, 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. ADDRESSES: Ivan Li, Aerospace Engineer, Airframe Branch, ANM–120S, Seattle Aircraft Certification Office, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 917–6437; fax (425) 917–6590. FOR FURTHER INFORMATION CONTACT: SUPPLEMENTARY INFORMATION: DEPARTMENT OF TRANSPORTATION Examining the Docket Federal Aviation Administration You may examine the airworthiness directive (AD) docket on the Internet at http://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. 14 CFR Part 39 [Docket No. FAA–2006–24410; Directorate Identifier 2005–NM–261–AD; Amendment 39–14911; AD 2007–02–24] RIN 2120–AA64 Airworthiness Directives; Boeing Model 747 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. rmajette on PROD1PC67 with RULES AGENCY: Discussion SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires repetitive inspections for cracking of the web of the station (STA) 2360 aft pressure bulkhead around the fastener heads in the critical fastener rows in the web lap joints, from the Ychord to the inner ring; and repair if necessary. This AD also requires a modification, which terminates the repetitive inspections. This AD results from analysis by the manufacturer that The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to all Boeing Model 747 airplanes. That NPRM was published in the Federal Register on April 11, 2006 (71 FR 18242). That NPRM proposed to require repetitive inspections for cracking of the web of the station (STA) 2360 aft pressure bulkhead around the fastener heads in the critical fastener rows in the web lap joints, from the Ychord to the inner ring; and repair if necessary. That NPRM also proposed to require a modification, which would terminate the repetitive inspections. VerDate Aug<31>2005 14:38 Jan 26, 2007 Jkt 211001 PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 Comments We provided the public the opportunity to participate in the development of this AD. We have considered the comments received. Support for the NPRM Boeing supports the NPRM as written. Request To Postpone the AD Japan Airlines (JAL) states that Boeing Alert Service Bulletin 747–53A2561, dated September 22, 2005 (which we referred to in the NPRM as the appropriate source of service information for accomplishing the required actions), does not contain information for inspecting areas where a repair doubler has already been installed. JAL asks that we postpone issuing the AD until an inspection method for the repaired area is incorporated into the service bulletin. We disagree with the request to postpone the AD. The condition requiring repairs may be unique on each airplane. Therefore, approval of instructions for inspecting areas where a repair doubler has been installed may be obtained using a method approved in accordance with the procedures specified in paragraph (i) of this AD. As an unsafe condition has been identified, it is not appropriate to delay issuing this AD for this reason. We have not changed the AD in this regard. Request To Add a Grace Period for Modification JAL also requests that we add an additional grace period to paragraph (h) of the NPRM by adding the words ‘‘or 18 months after the issue of the modification service bulletin.’’ (The compliance time specified in that paragraph would then read: ‘‘Before the airplane accumulates 35,000 total flight cycles or within 18 months after the effective date of this AD or within 18 months after the issue of the modification service bulletin, whichever occurs later.’’) The commenter states that the modification method is not yet available to operators. We disagree with the request to add an additional grace period. We have identified an unsafe condition that is associated with widespread fatigue damage (WFD). A modification within the compliance times specified in paragraph (h) of this AD is necessary for the continued airworthiness of the airplane beyond 35,000 total flight cycles, and it is not appropriate to delay issuing this AD for these airplanes. Repetitive inspections alone will not ensure an acceptable level of safety for airplanes beyond 35,000 total flight cycles, considering the failure E:\FR\FM\29JAR1.SGM 29JAR1 Federal Register / Vol. 72, No. 18 / Monday, January 29, 2007 / Rules and Regulations mechanism of WFD. In developing an appropriate compliance time, we considered these safety implications. In light of these items, we have determined that the grace period as written is appropriate. We have not changed the AD in this regard. rmajette on PROD1PC67 with RULES Request To Clarify Paragraph (f) Regarding Inspection of Radial Web Lap Joints The Air Transport Association (ATA), on behalf of one of its members, Northwest Airlines, requests that we clarify paragraph (f) of the AD to specify that the radial web lap joints in areas common to the Y-ring outer chord are not included in the inspection area. Northwest Airlines explains that the non-destructive testing manual, referred to in Figure 1 of Boeing Alert Service Bulletin 747–53A2561, does not include an inspection of these areas. We agree with the request to clarify paragraph (f) of the AD. The surface high frequency eddy current (HFEC) inspection from the aft side of the bulkhead was not developed to detect cracks in the radial web lap joints in the area common to the Y-ring outer chord, which is on the aft side of the body station (BS) 2360 pressure bulkhead. Therefore, we have revised paragraph (f) of the AD to state that it is not necessary to inspect the web lap joints in the areas common to the Y-ring outer chord. Request To Specify Alternative Method of Compliance (AMOC) ATA, on behalf of one of its members, Northwest Airlines, states that the inspection in accordance with this AD should not be required in areas where production doublers and nonproduction doublers installed or inspected in accordance with Boeing Alert Service Bulletins 747–53A2275 and/or 747–53A2482 cover the affected radial web lap joints. Northwest Airlines therefore requests that the inspections and corrective actions in accordance with Boeing Alert Service Bulletin 747–53A2275 (as mandated by AD 2000–15–08, amendment 39–11840 (65 FR 47255, August 2, 2000), and AD 90–06–06, amendment 39–6490 (55 FR 8374, March 7, 1990), be specified as AMOCs to the requirements of this AD. AD 2000–15–08 refers to various revisions of Boeing Alert Service Bulletin 747–53A2275. AD 2004–16–09, amendment 39–13765 (69 FR 48133, August 9, 2004), refers to Boeing Alert Service Bulletin 747–53A2482, dated October 3, 2002. AD 90–06–06, refers to Boeing document D6–35999, which refers to Boeing Alert Service Bulletin 747–53–2272, Revision 2, dated May 14, 1987, as a source of service information. VerDate Aug<31>2005 14:38 Jan 26, 2007 Jkt 211001 3935 We partially agree with the commenters. We agree that the inspections or modifications done in accordance with Boeing Alert Service Bulletins 747–53A2275 and 747– 53A2482 may be acceptable as AMOCs for the inspections required by this AD. Those inspections or modifications mitigate unsafe conditions that are similar to those identified in this AD. We do not agree with specifying the inspections and corrective actions in accordance with those service bulletins as AMOCs for this AD. In this case, AMOCs must be substantiated and approved on a case-by-case basis in accordance with the procedures specified in paragraph (i) of this AD. We have not changed the AD in this regard. 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. Clarification of Terminating Modification We have added a note after paragraph (h) of the AD to state that as of the effective date of this AD, the manufacturer has not informed us of any intent to produce the required terminating modification; however, the regulations do not prevent others from doing so. Regulatory Findings 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 949 airplanes of the affected design in the worldwide fleet. This AD affects about 153 airplanes of U.S. registry. The inspections take about 11 work hours per airplane, at an average labor rate of $80 per work hour. Based on these figures, the estimated cost of the AD for U.S. operators is $134,640, or $880 per airplane, per inspection cycle. Because the manufacturer has not yet developed a modification that matches the actions specified by this AD, we cannot provide specific information regarding the required number of work hours or the cost of parts to do the required modification. In addition, modification costs will likely vary depending on the operator and the airplane configuration. 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 PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 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. 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 I E:\FR\FM\29JAR1.SGM 29JAR1 3936 Federal Register / Vol. 72, No. 18 / Monday, January 29, 2007 / Rules and Regulations by adding the following new airworthiness directive (AD): 2007–02–24 Boeing: Amendment 39–14911. Docket No. FAA–2006–24410; Directorate Identifier 2005–NM–261–AD. Effective Date (a) This AD becomes effective March 5, 2007. Modification Affected ADs (b) None. Applicability (c) This AD applies to all Boeing Model 747–100, 747–100B, 747–100B SUD, 747– 200B, 747–200C, 747–200F, 747–300, 747– 400, 747–400D, 747–400F, 747SR, and 747SP series airplanes, certificated in any category. Unsafe Condition (d) This AD results from analysis by the manufacturer that the radial lap splices of the station (STA) 2360 aft pressure bulkhead are subject to widespread fatigue damage. We are issuing this AD to detect and correct cracking of the bulkhead web at multiple sites along the radial lap splice, which could join together to form cracks of critical length, and result in rapid decompression and loss of control of the airplane. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done. rmajette on PROD1PC67 with RULES Repetitive Inspections (f) Before the airplane accumulates 28,000 total flight cycles, or within 18 months after the effective date of this AD, whichever occurs later: Do a high-frequency eddy current inspection for cracking of the web of the STA 2360 aft pressure bulkhead around the fastener heads in the critical fastener rows in the web lap joints, from the Y-chord to the inner ring; in accordance with Part 2, ‘‘Access and Inspection,’’ of the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2561, dated September 22, 2005. It is not necessary to inspect the web lap joints in the areas common to the Y-ring outer chord. Repeat the inspection thereafter at intervals not to exceed 2,000 flight cycles until the modification in paragraph (h) of this AD is done. Repair (g) If any cracking is found during any inspection required by paragraph (f) of this AD: Before further flight, do the applicable action in paragraph (g)(1) or (g)(2) of this AD. (1) If the cracking is within certain limits specified in Boeing Alert Service Bulletin 747–53A2561, dated September 22, 2005 (referencing the structural repair manual), do the repair in accordance with the Accomplishment Instructions of the alert service bulletin. (2) If the cracking is more than certain limits specified in Boeing Alert Service Bulletin 747–53A2561, dated September 22, 2005, or if the alert service bulletin specifies to ask Boeing for repair data: Repair the VerDate Aug<31>2005 14:38 Jan 26, 2007 Jkt 211001 cracking using a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA. For a repair method to be approved by the Manager, Seattle ACO, as required by this paragraph, the Manager’s approval letter must specifically refer to this AD. (h) Before the airplane accumulates 35,000 total flight cycles or within 18 months after the effective date of this AD, whichever occurs later: Modify the aft pressure bulkhead using a method approved by the Manager, Seattle ACO. For a repair method to be approved by the Manager, Seattle ACO, as required by this paragraph, the Manager’s approval letter must specifically refer to this AD. Doing this modification terminates the repetitive inspection requirements of paragraph (f) of this AD. Note 1: As of the effective date of this AD, the manufacturer has not informed us of any intent to produce the required terminating modification; however, the regulations do not prevent others from doing so. 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. Material Incorporated by Reference (j) You must use Boeing Alert Service Bulletin 747–53A2561, dated September 22, 2005, to perform the actions that are required by this AD, unless the AD specifies otherwise. The Director of the Federal Register approved the incorporation by reference of this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for a copy of this service information. You may review copies at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, SW., Room PL–401, Nassif Building, Washington, DC; on the Internet at http://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 http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington, on January 19, 2007. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–1212 Filed 1–26–07; 8:45 am] BILLING CODE 4910–13–P PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2006–24777; Directorate Identifier 2006–NE–19–AD; Amendment 39–14913; AD 2007–03–02] RIN 2120–AA64 Airworthiness Directives; Rolls-Royce Deutschland Ltd & Co KG Tay 611–8, Tay 620–15, Tay 650–15, and Tay 651–54 Series Turbofan Engines Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: SUMMARY: The FAA is adopting a new airworthiness directive (AD) for RollsRoyce Deutschland Ltd & Co KG (RRD) Tay 611–8, Tay 620–15, Tay 650–15, and Tay 651–54 series turbofan engines, with certain low pressure (LP) compressor modules installed. This AD requires an ultrasonic inspection (UI) of LP compressor fan blades for cracks, within 30 days after the effective date of the AD on certain serial number (SN) Tay 650–15 engines. This AD also requires initial and repetitive UIs of LP compressor fan blades on all engines. This AD also requires, for Tay 650–15 and Tay 651–54 engines, UIs of LP compressor fan blades whenever the blade set is removed from one engine and installed on a different engine. This AD results from a report that a set of LP compressor fan blades failed before reaching the LP compressor fan blade full published life limit. We are issuing this AD to prevent LP compressor fan blades from failing due to blade root cracks, leading to uncontained engine failure and damage to the airplane. DATES: This AD becomes effective March 5, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the regulations as of March 5, 2007. ADDRESSES: You can get the service information identified in this AD from Rolls-Royce Deutschland Ltd & Co KG, Eschenweg 11, D–15827 Dahlewitz, Germany; telephone 49 (0) 33–7086– 1768; fax 49 (0) 33–7086–3356. You may examine the AD docket on the Internet at http://dms.dot.gov or in Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., Washington, DC. FOR FURTHER INFORMATION CONTACT: Jason Yang, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England E:\FR\FM\29JAR1.SGM 29JAR1

Agencies

[Federal Register Volume 72, Number 18 (Monday, January 29, 2007)]
[Rules and Regulations]
[Pages 3934-3936]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-1212]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-24410; Directorate Identifier 2005-NM-261-AD; 
Amendment 39-14911; AD 2007-02-24]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747 Airplanes

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

ACTION: Final rule.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Boeing Model 747 airplanes. This AD requires repetitive inspections for 
cracking of the web of the station (STA) 2360 aft pressure bulkhead 
around the fastener heads in the critical fastener rows in the web lap 
joints, from the Y-chord to the inner ring; and repair if necessary. 
This AD also requires a modification, which terminates the repetitive 
inspections. This AD results from analysis by the manufacturer that the 
radial lap splices of the STA 2360 aft pressure bulkhead are subject to 
widespread fatigue damage. We are issuing this AD to detect and correct 
cracking of the bulkhead web at multiple sites along the radial lap 
splice, which could join together to form cracks of critical length, 
and result in rapid decompression and loss of control of the airplane.

DATES: This AD becomes effective March 5, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of March 5, 
2007.

ADDRESSES: You may examine the AD docket on the Internet at http://
dms.dot.gov or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, 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, Seattle Aircraft Certification Office, FAA, 1601 Lind 
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at http://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 all Boeing Model 747 
airplanes. That NPRM was published in the Federal Register on April 11, 
2006 (71 FR 18242). That NPRM proposed to require repetitive 
inspections for cracking of the web of the station (STA) 2360 aft 
pressure bulkhead around the fastener heads in the critical fastener 
rows in the web lap joints, from the Y-chord to the inner ring; and 
repair if necessary. That NPRM also proposed to require a modification, 
which would terminate the repetitive inspections.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Support for the NPRM

    Boeing supports the NPRM as written.

Request To Postpone the AD

    Japan Airlines (JAL) states that Boeing Alert Service Bulletin 747-
53A2561, dated September 22, 2005 (which we referred to in the NPRM as 
the appropriate source of service information for accomplishing the 
required actions), does not contain information for inspecting areas 
where a repair doubler has already been installed. JAL asks that we 
postpone issuing the AD until an inspection method for the repaired 
area is incorporated into the service bulletin.
    We disagree with the request to postpone the AD. The condition 
requiring repairs may be unique on each airplane. Therefore, approval 
of instructions for inspecting areas where a repair doubler has been 
installed may be obtained using a method approved in accordance with 
the procedures specified in paragraph (i) of this AD. As an unsafe 
condition has been identified, it is not appropriate to delay issuing 
this AD for this reason. We have not changed the AD in this regard.

Request To Add a Grace Period for Modification

    JAL also requests that we add an additional grace period to 
paragraph (h) of the NPRM by adding the words ``or 18 months after the 
issue of the modification service bulletin.'' (The compliance time 
specified in that paragraph would then read: ``Before the airplane 
accumulates 35,000 total flight cycles or within 18 months after the 
effective date of this AD or within 18 months after the issue of the 
modification service bulletin, whichever occurs later.'') The commenter 
states that the modification method is not yet available to operators.
    We disagree with the request to add an additional grace period. We 
have identified an unsafe condition that is associated with widespread 
fatigue damage (WFD). A modification within the compliance times 
specified in paragraph (h) of this AD is necessary for the continued 
airworthiness of the airplane beyond 35,000 total flight cycles, and it 
is not appropriate to delay issuing this AD for these airplanes. 
Repetitive inspections alone will not ensure an acceptable level of 
safety for airplanes beyond 35,000 total flight cycles, considering the 
failure

[[Page 3935]]

mechanism of WFD. In developing an appropriate compliance time, we 
considered these safety implications. In light of these items, we have 
determined that the grace period as written is appropriate. We have not 
changed the AD in this regard.

Request To Clarify Paragraph (f) Regarding Inspection of Radial Web Lap 
Joints

    The Air Transport Association (ATA), on behalf of one of its 
members, Northwest Airlines, requests that we clarify paragraph (f) of 
the AD to specify that the radial web lap joints in areas common to the 
Y-ring outer chord are not included in the inspection area. Northwest 
Airlines explains that the non-destructive testing manual, referred to 
in Figure 1 of Boeing Alert Service Bulletin 747-53A2561, does not 
include an inspection of these areas.
    We agree with the request to clarify paragraph (f) of the AD. The 
surface high frequency eddy current (HFEC) inspection from the aft side 
of the bulkhead was not developed to detect cracks in the radial web 
lap joints in the area common to the Y-ring outer chord, which is on 
the aft side of the body station (BS) 2360 pressure bulkhead. 
Therefore, we have revised paragraph (f) of the AD to state that it is 
not necessary to inspect the web lap joints in the areas common to the 
Y-ring outer chord.

Request To Specify Alternative Method of Compliance (AMOC)

    ATA, on behalf of one of its members, Northwest Airlines, states 
that the inspection in accordance with this AD should not be required 
in areas where production doublers and non-production doublers 
installed or inspected in accordance with Boeing Alert Service 
Bulletins 747-53A2275 and/or 747-53A2482 cover the affected radial web 
lap joints. Northwest Airlines therefore requests that the inspections 
and corrective actions in accordance with Boeing Alert Service Bulletin 
747-53A2275 (as mandated by AD 2000-15-08, amendment 39-11840 (65 FR 
47255, August 2, 2000), and AD 90-06-06, amendment 39-6490 (55 FR 8374, 
March 7, 1990), be specified as AMOCs to the requirements of this AD. 
AD 2000-15-08 refers to various revisions of Boeing Alert Service 
Bulletin 747-53A2275. AD 2004-16-09, amendment 39-13765 (69 FR 48133, 
August 9, 2004), refers to Boeing Alert Service Bulletin 747-53A2482, 
dated October 3, 2002. AD 90-06-06, refers to Boeing document D6-35999, 
which refers to Boeing Alert Service Bulletin 747-53-2272, Revision 2, 
dated May 14, 1987, as a source of service information.
    We partially agree with the commenters. We agree that the 
inspections or modifications done in accordance with Boeing Alert 
Service Bulletins 747-53A2275 and 747-53A2482 may be acceptable as 
AMOCs for the inspections required by this AD. Those inspections or 
modifications mitigate unsafe conditions that are similar to those 
identified in this AD. We do not agree with specifying the inspections 
and corrective actions in accordance with those service bulletins as 
AMOCs for this AD. In this case, AMOCs must be substantiated and 
approved on a case-by-case basis in accordance with the procedures 
specified in paragraph (i) of this AD. We have not changed the AD in 
this regard.

Clarification of Terminating Modification

    We have added a note after paragraph (h) of the AD to state that as 
of the effective date of this AD, the manufacturer has not informed us 
of any intent to produce the required terminating modification; 
however, the regulations do not prevent others from doing so.

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 949 airplanes of the affected design in the 
worldwide fleet. This AD affects about 153 airplanes of U.S. registry. 
The inspections take about 11 work hours per airplane, at an average 
labor rate of $80 per work hour. Based on these figures, the estimated 
cost of the AD for U.S. operators is $134,640, or $880 per airplane, 
per inspection cycle.
    Because the manufacturer has not yet developed a modification that 
matches the actions specified by this AD, we cannot provide specific 
information regarding the required number of work hours or the cost of 
parts to do the required modification. In addition, modification costs 
will likely vary depending on the operator and the airplane 
configuration.

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.

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]

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2. The Federal Aviation Administration (FAA) amends Sec.  39.13

[[Page 3936]]

by adding the following new airworthiness directive (AD):

2007-02-24 Boeing: Amendment 39-14911. Docket No. FAA-2006-24410; 
Directorate Identifier 2005-NM-261-AD.

Effective Date

    (a) This AD becomes effective March 5, 2007.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to all Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 
747-400F, 747SR, and 747SP series airplanes, certificated in any 
category.

Unsafe Condition

    (d) This AD results from analysis by the manufacturer that the 
radial lap splices of the station (STA) 2360 aft pressure bulkhead 
are subject to widespread fatigue damage. We are issuing this AD to 
detect and correct cracking of the bulkhead web at multiple sites 
along the radial lap splice, which could join together to form 
cracks of critical length, and result in rapid decompression and 
loss of control of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Repetitive Inspections

    (f) Before the airplane accumulates 28,000 total flight cycles, 
or within 18 months after the effective date of this AD, whichever 
occurs later: Do a high-frequency eddy current inspection for 
cracking of the web of the STA 2360 aft pressure bulkhead around the 
fastener heads in the critical fastener rows in the web lap joints, 
from the Y-chord to the inner ring; in accordance with Part 2, 
``Access and Inspection,'' of the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2561, dated September 22, 2005. 
It is not necessary to inspect the web lap joints in the areas 
common to the Y-ring outer chord. Repeat the inspection thereafter 
at intervals not to exceed 2,000 flight cycles until the 
modification in paragraph (h) of this AD is done.

Repair

    (g) If any cracking is found during any inspection required by 
paragraph (f) of this AD: Before further flight, do the applicable 
action in paragraph (g)(1) or (g)(2) of this AD.
    (1) If the cracking is within certain limits specified in Boeing 
Alert Service Bulletin 747-53A2561, dated September 22, 2005 
(referencing the structural repair manual), do the repair in 
accordance with the Accomplishment Instructions of the alert service 
bulletin.
    (2) If the cracking is more than certain limits specified in 
Boeing Alert Service Bulletin 747-53A2561, dated September 22, 2005, 
or if the alert service bulletin specifies to ask Boeing for repair 
data: Repair the cracking using a method approved by the Manager, 
Seattle Aircraft Certification Office (ACO), FAA. For a repair 
method to be approved by the Manager, Seattle ACO, as required by 
this paragraph, the Manager's approval letter must specifically 
refer to this AD.

Modification

    (h) Before the airplane accumulates 35,000 total flight cycles 
or within 18 months after the effective date of this AD, whichever 
occurs later: Modify the aft pressure bulkhead using a method 
approved by the Manager, Seattle ACO. For a repair method to be 
approved by the Manager, Seattle ACO, as required by this paragraph, 
the Manager's approval letter must specifically refer to this AD. 
Doing this modification terminates the repetitive inspection 
requirements of paragraph (f) of this AD.

    Note 1: As of the effective date of this AD, the manufacturer 
has not informed us of any intent to produce the required 
terminating modification; however, the regulations do not prevent 
others from doing so.

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.

Material Incorporated by Reference

    (j) You must use Boeing Alert Service Bulletin 747-53A2561, 
dated September 22, 2005, to perform the actions that are required 
by this AD, unless the AD specifies otherwise. The Director of the 
Federal Register approved the incorporation by reference of this 
document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street, SW., Room PL-401, Nassif 
Building, Washington, DC; on the Internet at http://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 http://www.archives.gov/federal_register/
code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on January 19, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-1212 Filed 1-26-07; 8:45 am]
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