Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP Series Airplanes, 9877-9880 [E7-3842]

Download as PDF Federal Register / Vol. 72, No. 43 / Tuesday, March 6, 2007 / Proposed Rules submitting information or transacting business electronically to the maximum extent possible. The AMS is committed to complying with the E-Government Act, to promote the use of the Internet and other information technologies to provide increased opportunities for citizen access to Government information and services, and for other purposes. E. General Notice of Public Rulemaking This proposed rule reflects recommendations submitted to the Secretary by the NOSB for the continuation of 166 exemptions and prohibitions contained on the National List of Allowed and Prohibited Substances. This proposed rule also reflects recommendations by the NOSB to discontinue 3 exemptions contained on the National List. A 60-day period for interested persons to comment on this rule is provided. List of Subjects in 7 CFR Part 205 Administrative practice and procedure, Agriculture, Animals, Archives and records, Imports, Labeling, Organically produced products, Plants, Reporting and recordkeeping requirements, Seals and insignia, Soil conservation. For the reasons set forth in the preamble, 7 CFR part 205, Subpart G is proposed to be amended as follows: PART 205—NATIONAL ORGANIC PROGRAM 1. The authority citation for 7 CFR part 205 continues to read as follows: Authority: 7 U.S.C. 6501–6522. 2. Section 205.603 is revised to read as follows: cprice-sewell on PROD1PC67 with PROPOSALS § 205.603 Synthetic substances allowed for use in organic livestock production. In accordance with restrictions specified in this section the following synthetic substances may be used in organic livestock production: (a) As disinfectants, sanitizer, and medical treatments as applicable. (1) Alcohols. (i) Ethanol—disinfectant and sanitizer only, prohibited as a feed additive. (ii) Isopropanol—disinfectant only. (2) Aspirin—approved for health care use to reduce inflammation. (3) Biologics—Vaccines. (4) Chlorhexidine—Allowed for surgical procedures conducted by a veterinarian. Allowed for use as a teat dip when alternative germicidal agents and/or physical barriers have lost their effectiveness. (5) Chlorine materials—disinfecting and sanitizing facilities and equipment. VerDate Aug<31>2005 15:32 Mar 05, 2007 Jkt 211001 Residual chlorine levels in the water shall not exceed the maximum residual disinfectant limit under the Safe Drinking Water Act. (i) Calcium hypochlorite. (ii) Chlorine dioxide. (iii) Sodium hypochlorite. (6) Electrolytes—without antibiotics. (7) Glucose. (8) Glycerine—Allowed as a livestock teat dip, must be produced through the hydrolysis of fats or oils. (9) Hydrogen peroxide. (10) Iodine. (11) Magnesium sulfate. (12) Oxytocin—use in postparturition therapeutic applications. (13) Paraciticides. Ivermectin— prohibited in slaughter stock, allowed in emergency treatment for dairy and breeder stock when organic system plan-approved preventive management does not prevent infestation. Milk or milk products from a treated animal cannot be labeled as provided for in subpart D of this part for 90 days following treatment. In breeder stock, treatment cannot occur during the last third of gestation if the progeny will be sold as organic and must not be used during the lactation period for breeding stock. (14) Phosphoric acid—allowed as an equipment cleaner, Provided, That, no direct contact with organically managed livestock or land occurs. (b) As topical treatment, external parasiticide or local anesthetic as applicable. (1) Copper sulfate. (2) Iodine. (3) Lidocaine—as a local anesthetic. Use requires a withdrawal period of 90 days after administering to livestock intended for slaughter and 7 days after administering to dairy animals. (4) Lime, hydrated—as an external pest control, not permitted to cauterize physical alterations or deodorize animal wastes. (5) Mineral oil—for topical use and as a lubricant. (6) Procaine—as a local anesthetic, use requires a withdrawal period of 90 days after administering to livestock intended for slaughter and 7 days after administering to dairy animals. (c) As feed supplements. None. (d) As feed additives. (1) DL-Methionine, DL-Methioninehydroxy analog, and DL-Methioninehydroxy analog calcium—for use only in organic poultry production until October 21, 2008. (2) Trace minerals, used for enrichment or fortification when FDA approved. (3) Vitamins, used for enrichment or fortification when FDA approved. (e) As synthetic inert ingredients as classified by the Environmental PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 9877 Protection Agency (EPA), for use with nonsynthetic substances or a synthetic substances listed in this section and used as an active pesticide ingredient in accordance with any limitations on the use of such substances. (1) EPA List 4—Inerts of Minimal Concern. (2) [Reserved] (f) through (z) [Reserved] § 205.605 [Amended] 3. In § 205.605, the substance ‘‘colors, nonsynthetic sources only’’ is removed from paragraph (a) and the substance ‘‘Potassium tartrate made from tartaric acid’’ is removed from paragraph (b). Dated: February 28, 2007. Lloyd C. Day, Administrator, Agricultural Marketing Service. [FR Doc. E7–3829 Filed 3–5–07; 8:45 am] BILLING CODE 3410–02–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–27359; Directorate Identifier 2006–NM–042–AD] RIN 2120–AA64 Airworthiness Directives; Boeing Model 747–100, 747–100B, 747–200B, 747–200C, 747–200F, 747–300, 747SR, and 747SP Series Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for certain Boeing Model 747–100, 747– 100B, 747–200B, 747–200C, 747–200F, 747–300, 747SR, and 747SP series airplanes. This proposed AD would require repetitive high frequency eddy current inspections for cracks of the fuselage skin at stringer 5 left and right between stations 340 and 350, and corrective actions if necessary. This proposed AD results from reports of fatigue cracks in the fuselage skin near stringer 5 between stations 340 and 350. We are proposing this AD to detect and correct fatigue cracking of the fuselage skin near stringer 5. Cracks in this area could join together and result in inflight depressurization of the airplane. DATES: We must receive comments on this proposed AD by April 20, 2007. E:\FR\FM\06MRP1.SGM 06MRP1 9878 Federal Register / Vol. 72, No. 43 / Tuesday, March 6, 2007 / Proposed Rules 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: Ivan Li, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 917–6437; fax (425) 917–6590. SUPPLEMENTARY INFORMATION: ADDRESSES: 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–2007–27359; Directorate Identifier 2006–NM–042–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 a report indicating that, during inspections on certain Boeing Model 747 airplanes, four operators found fatigue cracks in the fuselage skin at stringer 5, between stations 340 and 350. The airplanes had flown 18,000 to 20,000 total flight cycles. The cracks that were found ranged in length from a single crack of 0.25 inch to multiple cracks that were equivalent to a 10-inch long crack. Skin cracks in this area could join together and result in in-flight depressurization of the airplane. Other Relevant Rulemaking On January 16, 1990, we issued AD 90–06–06, amendment 39–6490 (55 FR 8374, March 7, 1990), for certain Boeing Model 747 series airplanes. That AD requires the incorporation of certain structural modifications (reference Boeing Service Bulletin 747–53–2272, Revision 12, dated December 22, 1988, identified in Boeing Document No. D6– 35999). We issued that AD to prevent structural failure of the affected airplanes. One of the required modifications of AD 90–06–06 ends the repetitive inspections of certain structures that would also be required by this proposed AD. On April 1, 2005, we issued AD 2005– 08–01, amendment 39–14053 (70 FR 18290, April 11, 2005), for certain Boeing Model 747 series airplanes. That AD requires repetitive inspections; repetitive external detailed inspections for cracks or loose or missing fasteners of certain body skin on the left and right sides of the airplane; an internal detailed inspection for cracking of certain left- and right-side frames and adjacent skin; repetitive high-frequency eddy current (HFEC) inspections of certain body frames between certain body stations; and repairs if necessary. We issued that AD to detect and correct fatigue cracks in the body frames, skin, and other internal structures in fuselage section 41, which could lead to rapid decompression and loss of the structural integrity of the airplane. Paragraph (s) of AD 2005–08–01 refers to Boeing Service Bulletin 747–53–2272, dated January 12, 1987, and any revision through Revision 18, dated May 16, 2002, as the appropriate source of service information for accomplishing the terminating action described in that AD. That terminating action ends the repetitive inspections of certain structures that would also be required by this proposed AD. Relevant Service Information We have reviewed Boeing Alert Service Bulletin 747–53A2542, dated February 16, 2006 (referred to hereafter as ‘‘the alert service bulletin’’). For airplanes that do not have external skin doublers installed around the left- and right-side Number 3 flight deck windows in accordance with Boeing Service Bulletin 747–53–2272, the alert service bulletin describes procedures for repetitive HFEC inspections for cracks of the external surface of the fuselage skin at stringer 5 left and right, between stations 340 and 350. The alert service bulletin specifies that the HFEC inspections be done at the compliance times specified in the following table. cprice-sewell on PROD1PC67 with PROPOSALS COMPLIANCE TIMES FOR HFEC INSPECTIONS Airplane group Airplane condition Initial compliance time (whichever occurs later) Group 1 ............. Fewer than 16,000 total flight cycles. 16,000 or more total flight cycles Before accumulating 16,000 total flight cycles or within 2,000 flight cycles 1. Before accumulating 18,000 total flight cycles or within 250 flight cycles 1. Before accumulating 20,000 total flight cycles or within 2,000 flight cycles 1. Group 2 ............. VerDate Aug<31>2005 Fewer than 20,000 total flight cycle. 15:32 Mar 05, 2007 Jkt 211001 PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 E:\FR\FM\06MRP1.SGM Repetitive interval (not to exceed) 06MRP1 4,000 flight cycles. None. 4,000 flight cycles. 9879 Federal Register / Vol. 72, No. 43 / Tuesday, March 6, 2007 / Proposed Rules COMPLIANCE TIMES FOR HFEC INSPECTIONS—Continued cprice-sewell on PROD1PC67 with PROPOSALS 1 After Airplane condition Initial compliance time (whichever occurs later) 20,000 or more total flight cycles Airplane group Repetitive interval (not to exceed) Before accumulating 22,000 total flight cycles or within 250 flight cycles 1. None. the date on the alert service bulletin. The alert service bulletin also describes corrective actions to be done if any crack is found. If the total length of all cracks found is less than 1.0 inch, corrective actions include stop drilling the crack or cracks; and, either installing external skin doublers around the Number 3 flight deck window, or installing a temporary external structural repair manual (SRM) skin repair. If the total length of all cracks found is 1.0 inch or longer, corrective actions include trimming the cracked area of skin and installing a filler; and, either installing external skin doublers around the Number 3 flight deck window and installing a tripler, or installing a temporary external SRM skin repair. The alert service bulletin specifies that the corrective actions should be done before further flight. The alert service bulletin refers to Boeing Service Bulletin 747–53–2272 (currently at Revision 18, dated May 16, 2002) as an additional source of service information for installing the external skin doublers around the left- and rightside Number 3 flight deck windows. For Group 2 airplanes only: The alert service bulletin describes installing external skin doublers around the leftand right-side Number 3 flight deck windows before accumulating 24,000 total flight cycles or within 250 flight cycles after the effective date of the alert service bulletin, whichever occurs later. This constitutes terminating action for the repetitive HFEC inspections specified in this NPRM. For Group 1 airplanes only: AD 90– 06–06 requires installation of external skin doublers around the Number 3 flight deck windows in accordance with Boeing Service Bulletin 747–53–2272, Revision 12, dated December 22, 1988, at or before 20,000 total flight cycles. This constitutes terminating action for the repetitive HFEC inspections specified in this NPRM. Accomplishing the 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 VerDate Aug<31>2005 15:32 Mar 05, 2007 Jkt 211001 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 the Proposed AD and Alert Service Bulletin.’’ Difference Between the Proposed AD and Alert Service Bulletin The alert 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. Clarification of Reporting Although the alert service bulletin discusses reporting inspection results, the Accomplishment Instructions of the alert service bulletin do not specify sending such a report to Boeing. This proposed AD would not require such reporting. Costs of Compliance There are about 281 airplanes of the affected design in the worldwide fleet. This proposed AD would affect about 92 airplanes of U.S. registry. The proposed inspection would take about 4 work hours per airplane, at an average labor rate of $80 per work hour. Based on these figures, the estimated cost of the proposed inspection for U.S. operators is $29,440, or $320 per airplane, per inspection cycle. For Group 2 airplanes (about 4 of U.S. registry), the mandatory terminating action for the repetitive inspections would take about 1,240 work hours, at an average labor rate of $80 per work hour. The manufacturer states that it will supply required parts to the operators at no cost. Based on these figures, the estimated cost of the terminating action for U.S. operators is $396,800, or $99,200 per airplane. PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 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. E:\FR\FM\06MRP1.SGM 06MRP1 9880 Federal Register / Vol. 72, No. 43 / Tuesday, March 6, 2007 / Proposed Rules The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The Federal Aviation Administration (FAA) amends § 39.13 by adding the following new airworthiness directive (AD): Boeing: Docket No. FAA–2007–27359; Directorate Identifier 2006–NM–042–AD. Comments Due Date (a) The FAA must receive comments on this AD action by April 20, 2007. Affected ADs (b) AD 90–06–06, amendment 39–6490, paragraph A., requires installation of external skin doublers in the area near the flight deck windows for Group 1 airplanes, which ends the repetitive high-frequency eddy current (HFEC) inspections required by this AD only for those airplanes. Installing external skin doublers as required by paragraph (g) of this AD ends certain repetitive inspections of the fuselage skin required by paragraph (f) of AD 2005–08–01, amendment 39–14053, only for the area near the flight deck windows modified by the external skin doublers. Applicability (c) This AD applies to Boeing Model 747– 100, 747–100B, 747–200B, 747–200C, 747– 200F, 747–300, 747SR, and 747SP series airplanes, certificated in any category; as identified in Boeing Alert Service Bulletin 747–53A2542, dated February 16, 2006. Unsafe Condition (d) This AD results from reports of fatigue cracks in the fuselage skin near stringer 5 between body stations 340 and 350. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin near stringer 5. Cracks in this area could join together and result in in-flight depressurization of the airplane. cprice-sewell on PROD1PC67 with PROPOSALS 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. Inspections and Corrective Actions (f) For any airplane that has not had external skin doublers installed around the left- or right-side Number 3 flight deck window in accordance with Boeing Service Bulletin 747–53–2272, Revision 18, dated May 16, 2002, or an earlier revision: Do the applicable actions described in paragraphs (f)(1) and (f)(2) of this AD. Do all the actions in and in accordance with the Accomplishment Instructions of Boeing Alert VerDate Aug<31>2005 15:32 Mar 05, 2007 Jkt 211001 Service Bulletin 747–53A2542, dated February 16, 2006. Do the actions at the compliance times specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 747–53A2542, dated February 16, 2006, on the side(s) of the airplane on which the doubler installation has not been done; except where the service bulletin specifies compliance times after the date on the service bulletin, this AD requires compliance times after the effective date of this AD. Installing external skin doublers around the left- or right-side Number 3 flight deck windows in accordance with Boeing Service Bulletin 747–53–2272, Revision 18, or an earlier revision; ends the repetitive HFEC inspections required by this paragraph on the side of the airplane on which the doubler is installed. After the effective date of this AD, only Boeing Service Bulletin 747–53–2272, Revision 18, may be used to install the external skin doublers around the left- and right-side Number 3 flight deck windows. (1) Do a HFEC inspection for cracks of the fuselage skin at stringer 5, between body stations 340 and 350; and do all applicable corrective actions before further flight. (2) Repeat the HFEC inspection thereafter at the applicable interval specified in paragraph 1.E. of Boeing Alert Service Bulletin 747–53A2542. Terminating Action (g) For Group 2 airplanes only: Before accumulating 24,000 total flight cycles, or within 250 flight cycles after the effective date of the AD, whichever occurs later, install external skin doublers around the leftand right-side Number 3 flight deck windows; in accordance with Boeing Service Bulletin 747–53–2272, Revision 17, dated November 18, 1999; or Revision 18, dated May 16, 2002. After the effective date of this AD, only Boeing Service Bulletin 747–53– 2272, Revision 18, may be used to accomplish the doubler installation around the left- and right-side Number 3 flight deck windows. Accomplishing this action ends the repetitive inspections required by paragraph (f) of this AD. Alternative Methods of Compliance (AMOCs) (h)(1) The Manager, Seattle Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19. (2) 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. PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 Issued in Renton, Washington, on February 23, 2007. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–3842 Filed 3–5–07; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2006–25658; Directorate Identifier 2006–NM–054–AD] RIN 2120–AA64 Airworthiness Directives; Airbus Model A318, A319, A320, and A321 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of comment period. AGENCY: SUMMARY: The FAA is revising an earlier NPRM for an airworthiness directive (AD) that applies to certain Airbus Model A318, A319, A320, and A321 airplanes. The original NPRM would have superseded an existing AD that currently requires repetitive detailed inspections of the inboard flap trunnions for any wear marks and of the sliding panels for any cracking at the long edges, and corrective actions if necessary. The original NPRM proposed to add airplanes to the applicability in the existing AD and change the inspection type. The original NPRM resulted from a determination that certain airplanes must be included in the applicability of the AD, and that the inspection type must be revised. This new action revises the original NPRM by including airplanes that were inadvertently excluded from the applicability. We are proposing this supplemental NPRM to detect and correct wear of the inboard flap trunnions, which could lead to loss of flap surface control and consequently result in the flap detaching from the airplane. A detached flap could result in damage to the tail of the airplane. DATES: We must receive comments on this supplemental NPRM by April 2, 2007. 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. ADDRESSES: E:\FR\FM\06MRP1.SGM 06MRP1

Agencies

[Federal Register Volume 72, Number 43 (Tuesday, March 6, 2007)]
[Proposed Rules]
[Pages 9877-9880]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-3842]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-27359; Directorate Identifier 2006-NM-042-AD]
RIN 2120-AA64


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

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

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-
200F, 747-300, 747SR, and 747SP series airplanes. This proposed AD 
would require repetitive high frequency eddy current inspections for 
cracks of the fuselage skin at stringer 5 left and right between 
stations 340 and 350, and corrective actions if necessary. This 
proposed AD results from reports of fatigue cracks in the fuselage skin 
near stringer 5 between stations 340 and 350. We are proposing this AD 
to detect and correct fatigue cracking of the fuselage skin near 
stringer 5. Cracks in this area could join together and result in in-
flight depressurization of the airplane.

DATES: We must receive comments on this proposed AD by April 20, 2007.

[[Page 9878]]


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: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed in the ADDRESSES section. Include the docket number ``FAA-2007-
27359; Directorate Identifier 2006-NM-042-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 a report indicating that, during inspections on 
certain Boeing Model 747 airplanes, four operators found fatigue cracks 
in the fuselage skin at stringer 5, between stations 340 and 350. The 
airplanes had flown 18,000 to 20,000 total flight cycles. The cracks 
that were found ranged in length from a single crack of 0.25 inch to 
multiple cracks that were equivalent to a 10-inch long crack. Skin 
cracks in this area could join together and result in in-flight 
depressurization of the airplane.

Other Relevant Rulemaking

    On January 16, 1990, we issued AD 90-06-06, amendment 39-6490 (55 
FR 8374, March 7, 1990), for certain Boeing Model 747 series airplanes. 
That AD requires the incorporation of certain structural modifications 
(reference Boeing Service Bulletin 747-53-2272, Revision 12, dated 
December 22, 1988, identified in Boeing Document No. D6-35999). We 
issued that AD to prevent structural failure of the affected airplanes. 
One of the required modifications of AD 90-06-06 ends the repetitive 
inspections of certain structures that would also be required by this 
proposed AD.
    On April 1, 2005, we issued AD 2005-08-01, amendment 39-14053 (70 
FR 18290, April 11, 2005), for certain Boeing Model 747 series 
airplanes. That AD requires repetitive inspections; repetitive external 
detailed inspections for cracks or loose or missing fasteners of 
certain body skin on the left and right sides of the airplane; an 
internal detailed inspection for cracking of certain left- and right-
side frames and adjacent skin; repetitive high-frequency eddy current 
(HFEC) inspections of certain body frames between certain body 
stations; and repairs if necessary. We issued that AD to detect and 
correct fatigue cracks in the body frames, skin, and other internal 
structures in fuselage section 41, which could lead to rapid 
decompression and loss of the structural integrity of the airplane. 
Paragraph (s) of AD 2005-08-01 refers to Boeing Service Bulletin 747-
53-2272, dated January 12, 1987, and any revision through Revision 18, 
dated May 16, 2002, as the appropriate source of service information 
for accomplishing the terminating action described in that AD. That 
terminating action ends the repetitive inspections of certain 
structures that would also be required by this proposed AD.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 747-53A2542, dated 
February 16, 2006 (referred to hereafter as ``the alert service 
bulletin''). For airplanes that do not have external skin doublers 
installed around the left- and right-side Number 3 flight deck windows 
in accordance with Boeing Service Bulletin 747-53-2272, the alert 
service bulletin describes procedures for repetitive HFEC inspections 
for cracks of the external surface of the fuselage skin at stringer 5 
left and right, between stations 340 and 350. The alert service 
bulletin specifies that the HFEC inspections be done at the compliance 
times specified in the following table.

                                      Compliance Times for HFEC Inspections
----------------------------------------------------------------------------------------------------------------
                                                      Initial compliance time     Repetitive interval  (not to
       Airplane group          Airplane condition    (whichever occurs later)                exceed)
----------------------------------------------------------------------------------------------------------------
Group 1....................  Fewer than 16,000      Before accumulating 16,000  4,000 flight cycles.
                              total flight cycles.   total flight cycles or
                                                     within 2,000 flight
                                                     cycles \1\.
                             16,000 or more total   Before accumulating 18,000  None.
                              flight cycles.         total flight cycles or
                                                     within 250 flight cycles
                                                     \1\.
Group 2....................  Fewer than 20,000      Before accumulating 20,000  4,000 flight cycles.
                              total flight cycle.    total flight cycles or
                                                     within 2,000 flight
                                                     cycles \1\.

[[Page 9879]]

 
                             20,000 or more total   Before accumulating 22,000  None.
                              flight cycles.         total flight cycles or
                                                     within 250 flight cycles
                                                     \1\.
----------------------------------------------------------------------------------------------------------------
\1\ After the date on the alert service bulletin.

    The alert service bulletin also describes corrective actions to be 
done if any crack is found. If the total length of all cracks found is 
less than 1.0 inch, corrective actions include stop drilling the crack 
or cracks; and, either installing external skin doublers around the 
Number 3 flight deck window, or installing a temporary external 
structural repair manual (SRM) skin repair. If the total length of all 
cracks found is 1.0 inch or longer, corrective actions include trimming 
the cracked area of skin and installing a filler; and, either 
installing external skin doublers around the Number 3 flight deck 
window and installing a tripler, or installing a temporary external SRM 
skin repair. The alert service bulletin specifies that the corrective 
actions should be done before further flight. The alert service 
bulletin refers to Boeing Service Bulletin 747-53-2272 (currently at 
Revision 18, dated May 16, 2002) as an additional source of service 
information for installing the external skin doublers around the left- 
and right-side Number 3 flight deck windows.
    For Group 2 airplanes only: The alert service bulletin describes 
installing external skin doublers around the left- and right-side 
Number 3 flight deck windows before accumulating 24,000 total flight 
cycles or within 250 flight cycles after the effective date of the 
alert service bulletin, whichever occurs later. This constitutes 
terminating action for the repetitive HFEC inspections specified in 
this NPRM.
    For Group 1 airplanes only: AD 90-06-06 requires installation of 
external skin doublers around the Number 3 flight deck windows in 
accordance with Boeing Service Bulletin 747-53-2272, Revision 12, dated 
December 22, 1988, at or before 20,000 total flight cycles. This 
constitutes terminating action for the repetitive HFEC inspections 
specified in this NPRM.
    Accomplishing the 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 the Proposed AD and Alert Service Bulletin.''

Difference Between the Proposed AD and Alert Service Bulletin

    The alert 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.

Clarification of Reporting

    Although the alert service bulletin discusses reporting inspection 
results, the Accomplishment Instructions of the alert service bulletin 
do not specify sending such a report to Boeing. This proposed AD would 
not require such reporting.

Costs of Compliance

    There are about 281 airplanes of the affected design in the 
worldwide fleet. This proposed AD would affect about 92 airplanes of 
U.S. registry. The proposed inspection would take about 4 work hours 
per airplane, at an average labor rate of $80 per work hour. Based on 
these figures, the estimated cost of the proposed inspection for U.S. 
operators is $29,440, or $320 per airplane, per inspection cycle.
    For Group 2 airplanes (about 4 of U.S. registry), the mandatory 
terminating action for the repetitive inspections would take about 
1,240 work hours, at an average labor rate of $80 per work hour. The 
manufacturer states that it will supply required parts to the operators 
at no cost. Based on these figures, the estimated cost of the 
terminating action for U.S. operators is $396,800, or $99,200 per 
airplane.

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.

[[Page 9880]]

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-2007-27359; Directorate Identifier 2006-NM-
042-AD.

Comments Due Date

    (a) The FAA must receive comments on this AD action by April 20, 
2007.

Affected ADs

    (b) AD 90-06-06, amendment 39-6490, paragraph A., requires 
installation of external skin doublers in the area near the flight 
deck windows for Group 1 airplanes, which ends the repetitive high-
frequency eddy current (HFEC) inspections required by this AD only 
for those airplanes. Installing external skin doublers as required 
by paragraph (g) of this AD ends certain repetitive inspections of 
the fuselage skin required by paragraph (f) of AD 2005-08-01, 
amendment 39-14053, only for the area near the flight deck windows 
modified by the external skin doublers.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-200B, 
747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes, 
certificated in any category; as identified in Boeing Alert Service 
Bulletin 747-53A2542, dated February 16, 2006.

Unsafe Condition

    (d) This AD results from reports of fatigue cracks in the 
fuselage skin near stringer 5 between body stations 340 and 350. We 
are issuing this AD to detect and correct fatigue cracking of the 
fuselage skin near stringer 5. Cracks in this area could join 
together and result in in-flight depressurization 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.

Inspections and Corrective Actions

    (f) For any airplane that has not had external skin doublers 
installed around the left- or right-side Number 3 flight deck window 
in accordance with Boeing Service Bulletin 747-53-2272, Revision 18, 
dated May 16, 2002, or an earlier revision: Do the applicable 
actions described in paragraphs (f)(1) and (f)(2) of this AD. Do all 
the actions in and in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2542, dated 
February 16, 2006. Do the actions at the compliance times specified 
in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2542, dated February 16, 2006, on the side(s) of the airplane 
on which the doubler installation has not been done; except where 
the service bulletin specifies compliance times after the date on 
the service bulletin, this AD requires compliance times after the 
effective date of this AD. Installing external skin doublers around 
the left- or right-side Number 3 flight deck windows in accordance 
with Boeing Service Bulletin 747-53-2272, Revision 18, or an earlier 
revision; ends the repetitive HFEC inspections required by this 
paragraph on the side of the airplane on which the doubler is 
installed. After the effective date of this AD, only Boeing Service 
Bulletin 747-53-2272, Revision 18, may be used to install the 
external skin doublers around the left- and right-side Number 3 
flight deck windows.
    (1) Do a HFEC inspection for cracks of the fuselage skin at 
stringer 5, between body stations 340 and 350; and do all applicable 
corrective actions before further flight.
    (2) Repeat the HFEC inspection thereafter at the applicable 
interval specified in paragraph 1.E. of Boeing Alert Service 
Bulletin 747-53A2542.

Terminating Action

    (g) For Group 2 airplanes only: Before accumulating 24,000 total 
flight cycles, or within 250 flight cycles after the effective date 
of the AD, whichever occurs later, install external skin doublers 
around the left- and right-side Number 3 flight deck windows; in 
accordance with Boeing Service Bulletin 747-53-2272, Revision 17, 
dated November 18, 1999; or Revision 18, dated May 16, 2002. After 
the effective date of this AD, only Boeing Service Bulletin 747-53-
2272, Revision 18, may be used to accomplish the doubler 
installation around the left- and right-side Number 3 flight deck 
windows. Accomplishing this action ends the repetitive inspections 
required by paragraph (f) of this AD.

Alternative Methods of Compliance (AMOCs)

    (h)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.
    (2) 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, and the approval must specifically refer to this 
AD.

    Issued in Renton, Washington, on February 23, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E7-3842 Filed 3-5-07; 8:45 am]
BILLING CODE 4910-13-P
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