Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP Series Airplanes, 41433-41436 [E7-14140]
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Federal Register / Vol. 72, No. 145 / Monday, July 30, 2007 / Rules and Regulations
2. Electronic Flight Control System:
Control Surface Awareness
In addition to compliance with
§§ 25.143, 25.671, and 25.672, the
following special conditions apply.
(a) The system design must ensure
that the flightcrew is made suitably
aware whenever the primary control
means nears the limit of control
authority. This indication should direct
the pilot to take appropriate action to
avoid the unsafe condition in
accordance with appropriate airplane
flight manual (AFM) instructions.
Depending on the application, suitable
annunciations may include cockpit
control position, annunciator light, or
surface position indicators.
Furthermore, this requirement applies at
limits of control authority, not
necessarily at limits of any individual
surface travel.
(b) Suitability of such a display or
alerting must take into account that
some pilot-demanded maneuvers are
necessarily associated with intended
full performance, which may require
full surface deflection. Therefore,
simple alerting systems, which would
function in both intended or unexpected
control-limiting situations, must be
properly balanced between needed crew
awareness and nuisance factors. A
monitoring system which might
compare airplane motion, surface
deflection, and pilot demand could be
useful for eliminating nuisance alerting.
3. High Intensity Radiated Fields (HIRF)
Protection
(a) Protection from Unwanted Effects
of High-intensity Radiated fields. Each
electrical and electronic system which
performs critical functions must be
designed and installed to ensure that the
operation and operational capabilities of
these systems to perform critical
functions are not adversely affected
when the airplane is exposed to high
intensity radiated fields external to the
airplane.
(b) For the purposes of these Special
Conditions, the following definition
applies. Critical Functions: Functions
whose failure would contribute to or
cause a failure condition that would
prevent continued safe flight and
landing of the airplane.
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4. Limit Engine Torque Loads for
Sudden Engine Stoppage
In lieu of § 25.361(b) the Boeing
Model 787–8 must comply with the
following special conditions.
(a) For turbine engine installations,
the engine mounts, pylons, and adjacent
supporting airframe structure must be
designed to withstand 1g level flight
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41433
loads acting simultaneously with the
maximum limit torque loads imposed
by each of the following:
(1) Sudden engine deceleration due to
a malfunction which could result in a
temporary loss of power or thrust.
(2) The maximum acceleration of the
engine.
(b) For auxiliary power unit
installations, the power unit mounts
and adjacent supporting airframe
structure must be designed to withstand
1g level flight loads acting
simultaneously with the maximum limit
torque loads imposed by each of the
following:
(1) Sudden auxiliary power unit
deceleration due to malfunction or
structural failure.
(2) The maximum acceleration of the
power unit.
(c) For engine supporting structure, an
ultimate loading condition must be
considered that combines 1g flight loads
with the transient dynamic loads
resulting from each of the following:
(1) Loss of any fan, compressor, or
turbine blade.
(2) Where applicable to a specific
engine design, any other engine
structural failure that results in higher
loads.
(d) The ultimate loads developed from
the conditions specified in paragraphs
(c)(1) and (c)(2) are to be multiplied by
a factor of 1.0 when applied to engine
mounts and pylons and multiplied by a
factor of 1.25 when applied to adjacent
supporting airframe structure.
assumed. The position of the cockpit
roll control must be maintained until a
steady roll rate is achieved and then
must be returned suddenly to the
neutral position.
(c) At VC, the cockpit roll control
must be moved suddenly and
maintained so as to achieve a roll rate
not less than that obtained in paragraph
(b).
(d) At VD, the cockpit roll control
must be moved suddenly and
maintained so as to achieve a roll rate
not less than one third of that obtained
in paragraph (b).
5. Design Roll Maneuver Requirement
In lieu of compliance to § 25.349(a),
the Boeing Model 787–8 must comply
with the following special conditions.
The following conditions, speeds, and
cockpit roll control motions (except as
the motions may be limited by pilot
effort) must be considered in
combination with an airplane load
factor of zero and of two-thirds of the
positive maneuvering factor used in
design. In determining the resulting
control surface deflections, the torsional
flexibility of the wing must be
considered in accordance with
§ 25.301(b):
(a) Conditions corresponding to
steady rolling velocities must be
investigated. In addition, conditions
corresponding to maximum angular
acceleration must be investigated for
airplanes with engines or other weight
concentrations outboard of the fuselage.
For the angular acceleration conditions,
zero rolling velocity may be assumed in
the absence of a rational time history
investigation of the maneuver.
(b) At VA, sudden movement of the
cockpit roll control up the limit is
AGENCY:
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Issued in Renton, Washington, on July 18,
2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 07–3689 Filed 7–27–07; 8:45 am]
BILLING CODE 4910–13–M
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–27359; Directorate
Identifier 2006–NM–042–AD; Amendment
39–15136; AD 2007–15–07]
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: Final rule.
SUMMARY: The FAA is adopting 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
AD requires 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 AD
results from reports of fatigue cracks in
the fuselage skin near stringer 5 between
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.
DATES: This AD becomes effective
September 4, 2007.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of September 4, 2007.
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Federal Register / Vol. 72, No. 145 / Monday, July 30, 2007 / Rules and Regulations
You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Ivan
Li, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 917–6437;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
ADDRESSES:
Examining the Docket
You may examine the airworthiness
directive (AD) docket on the Internet at
https://dms.dot.gov or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The Docket
Operations office (telephone (800) 647–
5527) is located on the ground floor of
the West Building at the street address
stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to certain Boeing Model 747–100,
747–100B, 747–200B, 747–200C, 747–
200F, 747–300, 747SR, and 747SP series
airplanes. That NPRM was published in
the Federal Register on March 6, 2007
(72 FR 9877). That NPRM proposed to
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.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
jlentini on PROD1PC65 with RULES
Support for the NPRM
Boeing concurs with the NPRM.
Request for Alternative Method of
Repair
Air Transport Association (ATA) on
behalf of its member United Parcel
Service (UPS), requests that we allow
the use of an alternate method of repair.
UPS notes that ‘‘Boeing Alert Service
Bulletin 747–53A2542 allows operators
to install a repair in accordance with the
Boeing 747–100/200/300 Structural
Repair Manual (SRM) 53–30–03,
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provided that the repair is removed and
replaced with the Boeing Service
Bulletin 747–53–2272 modification
prior to the threshold of AD 90–06–06.’’
(We referred to Service Bulletin 747–
53–2272, Revision 17, dated November
18, 1999; and Revision 18, dated May
16, 2002; as appropriate sources of
service information for doing the
terminating action specified in
paragraph (g) of the NPRM.) UPS
believes that this option is beneficial to
operators, in that it would allow
operators to effect repairs (if necessary)
in an expedient manner, and that this is
especially important given that the
proposed initial inspection compliance
time of 250 cycles may not be sufficient
to allow accomplishing the initial
inspection in a normal C-check
environment. UPS believes that the
NPRM should be re-formatted to more
clearly specify inspection, repair, and
terminating action requirements.
Therefore, UPS requests that paragraph
(f) be modified to include a standard
repair per Boeing 747–100/200/300
SRM 53–30–03 as an acceptable
alternative for repairing the crack(s), for
airplanes which have not reached the
incorporation threshold of AD 90–06–06
(20,000 flights is one incorporation
threshold described by AD 90–06–06).
The SRM repair would then be removed
and replaced by the permanent repair
per Service Bulletin 747–53–2272,
Revision 18 or earlier, prior to reaching
20,000 total aircraft cycles (flights).
Further, to clarify the inspection, repair
and terminating action requirements,
UPS provides a revised paragraph (f)
and suggests new paragraphs (g) and (h),
which would lead to re-identifying
subsequent existing paragraphs.
We agree with UPS that the described
SRM repair option is beneficial to
operators and should be allowed.
However, this option is already allowed.
Paragraph (f) of the AD requires doing
applicable corrective actions in
accordance with Boeing Alert Service
Bulletin 747–53A2542, dated February
16, 2006. The corrective actions
described in the alert service bulletin
permit operators to choose the option of
doing the SRM repair followed by
eventual replacement with the
permanent repair described in Boeing
Service Bulletin 747–53–2272, Revision
18, dated May 16, 2002. Therefore, we
have determined that the option
described by UPS is already available to
the operators, and no change is needed
to the AD in this regard.
Change Made to Paragraph (b) of the
AD
We have revised this action to clarify
the effects of AD 90–06–06, amendment
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39–6490 (55 FR 8374, March 7, 1990) on
the repetitive inspection requirements
of paragraph (f) of this AD. We have
moved the reference to AD 90–06–06
from paragraph (b) to new paragraph (g)
of this AD, and reidentified existing
paragraphs (g) and (h) of this AD
accordingly.
Change Made to Paragraph (g) of the
AD
We have changed paragraph (g) of the
AD to specify that the actions required
in that paragraph must be done in
accordance with a method approved by
the Manager, Seattle Aircraft
Certification Office, FAA, and that
Boeing Service Bulletin 747–53–2272,
Revision 18, dated May 16, 2002, and
earlier revisions, are one approved
method of compliance for doing the
required actions. After the effective date
of this AD, no revision of Service
Bulletin 747–53–2272 other than
Revision 18 is acceptable as an
approved method of compliance.
Further, as described above, we have reidentified existing paragraph (g) as
paragraph (h) of this AD.
Clarification of Alternative Method of
Compliance (AMOC) Paragraph
We have revised this action to clarify
the appropriate procedure for notifying
the principal inspector before using any
approved AMOC on any airplane to
which the AMOC applies.
Conclusion
We have carefully reviewed the
available data, including the comments
received, and determined that air safety
and the public interest require adopting
the AD with the changes described
previously. We have determined that
these changes will neither increase the
economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
There are about 281 airplanes of the
affected design in the worldwide fleet.
This AD will affect about 92 airplanes
of U.S. registry. The required inspection
will 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 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 will
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
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Federal Register / Vol. 72, No. 145 / Monday, July 30, 2007 / Rules and Regulations
for U.S. operators is $396,800, or
$99,200 per airplane.
PART 39—AIRWORTHINESS
DIRECTIVES
Authority for This Rulemaking
I
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
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16:39 Jul 27, 2007
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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):
I
2007–15–07 Boeing: Amendment 39–15136.
Docket No. FAA–2007–27359;
Directorate Identifier 2006–NM–042-AD.
Effective Date
(a) This AD becomes effective September 4,
2007.
Affected ADs
(b) Installing external skin doublers as
required only for Group 2 airplanes by
paragraph (h) of this AD, ends the 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
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41435
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 highfrequency eddy current (HFEC) inspections
required by this paragraph on the side of the
airplane on which the doublers are 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, dated February 16,
2006.
Credit for Actions of Alternative AD
(g) For Group 1 airplanes only: External
skin doublers installed around the left- or
right-side Number 3 flight deck windows in
accordance with the requirements of AD 90–
06–06, amendment 39–6490, end the
repetitive HFEC inspections required by
paragraph (f) of this AD on the side of the
airplane on which the doublers are installed.
Terminating Action
(h) 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 a method
approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA. Boeing
Service Bulletin 747–53–2272, Revision 17,
dated November 18, 1999, and Revision 18,
dated May 16, 2002, describe one approved
method of compliance for doing the required
actions. After the effective date of this AD,
only Revision 18 is acceptable as an
approved method of compliance.
Accomplishing this action ends the repetitive
inspections required by paragraph (f) of this
AD.
Alternative Methods of Compliance
(AMOCs)
(i)(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) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(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
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Federal Register / Vol. 72, No. 145 / Monday, July 30, 2007 / Rules and Regulations
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.
Material Incorporated by Reference
(j) You must use Boeing Alert Service
Bulletin 747–53A2542, dated February 16,
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 FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW.,
Renton, Washington; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/federalregister/cfr/ibr-locations.html.
Issued in Renton, Washington, on July 15,
2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E7–14140 Filed 7–27–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
cannot rotate because of corrosion. In this
condition, the joint cannot function as
designed and fatigue cracks may then
develop. Undetected cracks in this area could
lead to failure of the upper attachment fitting.
This could result in the failure of the wing
structure with subsequent loss of control of
the airplane.
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
This AD becomes effective
September 4, 2007.
On September 4, 2007, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in this AD.
DATES:
You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at Document
Management Facility, U.S. Department
of Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590.
ADDRESSES:
FOR FURTHER INFORMATION CONTACT:
Doug Rudolph, Aerospace Engineer,
FAA, Small Airplane Directorate, 901
Locust, Room 301, Kansas City,
Missouri 64106; telephone: (816) 329–
4059; fax: (816) 329–4090.
SUPPLEMENTARY INFORMATION:
Federal Aviation Administration
Discussion
14 CFR Part 39
[Docket No. FAA–2007–28157 Directorate
Identifier 2007–CE–046–AD; Amendment
39–15138; AD 2007–15–09]
RIN 2120–AA64
Airworthiness Directives; Pilatus
Aircraft Limited Model PC–6 Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final Rule.
AGENCY:
jlentini on PROD1PC65 with RULES
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
This Airworthiness Directive (AD) is
prompted due to the discovery of cracks in
the upper wing strut fittings of some PC–6
aircraft.
It is possible that the spherical bearing of
the wing strut fittings installed in the
underwing can be loose in the fitting or
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We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on May 30, 2007 (72 FR 29895).
That NPRM proposed to correct an
unsafe condition for the specified
products. The MCAI states:
This Airworthiness Directive (AD) is
prompted due to the discovery of cracks in
the upper wing strut fittings of some PC–6
aircraft.
It is possible that the spherical bearing of
the wing strut fittings installed in the
underwing can be loose in the fitting or
cannot rotate because of corrosion. In this
condition, the joint cannot function as
designed and fatigue cracks may then
develop. Undetected cracks in this area could
lead to failure of upper the attachment fitting.
This could result in the failure of the wing
structure with subsequent loss of control of
the airplane.
In order to correct and monitor this
situation, the present AD mandates a one
time inspection of the wing strut fittings and
replacement of damaged wing strut fittings
with new ones. This AD also requires
examination of the spherical bearings
installed in the wing strut fittings and their
replacement for bearings that do not pass the
examination criteria.
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Comments
We gave the public the opportunity to
participate in developing this AD. We
have considered the comment received.
Comment Issue: Allow a Dye-Penetrant
Inspection
One commenter requested that we
allow a dye-penetrant inspection as an
option to the eddy current inspection.
Without specific procedures and
proposed intervals, the FAA is not able
to approve dye-penetrant inspection as
an approved method for this AD. The
European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community and Pilatus (the design
organization approval holder) only
approved using an eddy current
procedure for this inspection. Pilatus
has only established procedures to
detect cracks in the affected areas using
the eddy current method. The FAA will
not change the AD to allow for dyepenetrant inspections in place of eddy
current as called out for in the NPRM
per the Pilatus service bulletin (SB)
without having specific procedures and
intervals that we can coordinate with
EASA and Pilatus. An operator may
propose these procedures and intervals
to the FAA using the alternative method
of compliance (AMOC) process
specified in 14 CFR 39.19 and the AD.
The AMOC proposal must provide the
complete method of inspection that the
operator believes will provide an
acceptable level of safety as that
proposed in the AD. The FAA will then
coordinate the proposed AMOC with
Pilatus and EASA to determine if the
method provides an acceptable level of
safety. If so, an AMOC can be granted
for the FAA issued AD.
We are making no changes to the final
rule AD action based on this comment.
Conclusion
We reviewed the available data,
including the comment received, and
determined that air safety and the
public interest require adopting the AD
as proposed.
Differences Between this AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
E:\FR\FM\30JYR1.SGM
30JYR1
]]>Agencies
[Federal Register Volume 72, Number 145 (Monday, July 30, 2007)]
[Rules and Regulations]
[Pages 41433-41436]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-14140]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-27359; Directorate Identifier 2006-NM-042-AD;
Amendment 39-15136; AD 2007-15-07]
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: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting 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 AD requires 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 AD results from reports of
fatigue cracks in the fuselage skin near stringer 5 between 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.
DATES: This AD becomes effective September 4, 2007.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of September 4,
2007.
[[Page 41434]]
ADDRESSES: You may examine the AD docket on the Internet at https://
dms.dot.gov or in person at the U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue, SE., Washington, DC.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 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 https://dms.dot.gov or in person at the Docket Operations
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Operations office (telephone (800) 647-5527) is
located on the ground floor of the West Building at the street address
stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to certain Boeing Model
747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and
747SP series airplanes. That NPRM was published in the Federal Register
on March 6, 2007 (72 FR 9877). That NPRM proposed to 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.
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 concurs with the NPRM.
Request for Alternative Method of Repair
Air Transport Association (ATA) on behalf of its member United
Parcel Service (UPS), requests that we allow the use of an alternate
method of repair. UPS notes that ``Boeing Alert Service Bulletin 747-
53A2542 allows operators to install a repair in accordance with the
Boeing 747-100/200/300 Structural Repair Manual (SRM) 53-30-03,
provided that the repair is removed and replaced with the Boeing
Service Bulletin 747-53-2272 modification prior to the threshold of AD
90-06-06.'' (We referred to Service Bulletin 747-53-2272, Revision 17,
dated November 18, 1999; and Revision 18, dated May 16, 2002; as
appropriate sources of service information for doing the terminating
action specified in paragraph (g) of the NPRM.) UPS believes that this
option is beneficial to operators, in that it would allow operators to
effect repairs (if necessary) in an expedient manner, and that this is
especially important given that the proposed initial inspection
compliance time of 250 cycles may not be sufficient to allow
accomplishing the initial inspection in a normal C-check environment.
UPS believes that the NPRM should be re-formatted to more clearly
specify inspection, repair, and terminating action requirements.
Therefore, UPS requests that paragraph (f) be modified to include a
standard repair per Boeing 747-100/200/300 SRM 53-30-03 as an
acceptable alternative for repairing the crack(s), for airplanes which
have not reached the incorporation threshold of AD 90-06-06 (20,000
flights is one incorporation threshold described by AD 90-06-06). The
SRM repair would then be removed and replaced by the permanent repair
per Service Bulletin 747-53-2272, Revision 18 or earlier, prior to
reaching 20,000 total aircraft cycles (flights). Further, to clarify
the inspection, repair and terminating action requirements, UPS
provides a revised paragraph (f) and suggests new paragraphs (g) and
(h), which would lead to re-identifying subsequent existing paragraphs.
We agree with UPS that the described SRM repair option is
beneficial to operators and should be allowed. However, this option is
already allowed. Paragraph (f) of the AD requires doing applicable
corrective actions in accordance with Boeing Alert Service Bulletin
747-53A2542, dated February 16, 2006. The corrective actions described
in the alert service bulletin permit operators to choose the option of
doing the SRM repair followed by eventual replacement with the
permanent repair described in Boeing Service Bulletin 747-53-2272,
Revision 18, dated May 16, 2002. Therefore, we have determined that the
option described by UPS is already available to the operators, and no
change is needed to the AD in this regard.
Change Made to Paragraph (b) of the AD
We have revised this action to clarify the effects of AD 90-06-06,
amendment 39-6490 (55 FR 8374, March 7, 1990) on the repetitive
inspection requirements of paragraph (f) of this AD. We have moved the
reference to AD 90-06-06 from paragraph (b) to new paragraph (g) of
this AD, and reidentified existing paragraphs (g) and (h) of this AD
accordingly.
Change Made to Paragraph (g) of the AD
We have changed paragraph (g) of the AD to specify that the actions
required in that paragraph must be done in accordance with a method
approved by the Manager, Seattle Aircraft Certification Office, FAA,
and that Boeing Service Bulletin 747-53-2272, Revision 18, dated May
16, 2002, and earlier revisions, are one approved method of compliance
for doing the required actions. After the effective date of this AD, no
revision of Service Bulletin 747-53-2272 other than Revision 18 is
acceptable as an approved method of compliance. Further, as described
above, we have re-identified existing paragraph (g) as paragraph (h) of
this AD.
Clarification of Alternative Method of Compliance (AMOC) Paragraph
We have revised this action to clarify the appropriate procedure
for notifying the principal inspector before using any approved AMOC on
any airplane to which the AMOC applies.
Conclusion
We have carefully reviewed the available data, including the
comments received, and determined that air safety and the public
interest require adopting the AD with the changes described previously.
We have determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 281 airplanes of the affected design in the
worldwide fleet. This AD will affect about 92 airplanes of U.S.
registry. The required inspection will 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 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 will 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
[[Page 41435]]
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 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]
0
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
2007-15-07 Boeing: Amendment 39-15136. Docket No. FAA-2007-27359;
Directorate Identifier 2006-NM-042-AD.
Effective Date
(a) This AD becomes effective September 4, 2007.
Affected ADs
(b) Installing external skin doublers as required only for Group
2 airplanes by paragraph (h) of this AD, ends the 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 high-frequency eddy current (HFEC)
inspections required by this paragraph on the side of the airplane
on which the doublers are 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, dated February 16, 2006.
Credit for Actions of Alternative AD
(g) For Group 1 airplanes only: External skin doublers installed
around the left- or right-side Number 3 flight deck windows in
accordance with the requirements of AD 90-06-06, amendment 39-6490,
end the repetitive HFEC inspections required by paragraph (f) of
this AD on the side of the airplane on which the doublers are
installed.
Terminating Action
(h) 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 a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA. Boeing Service Bulletin 747-53-
2272, Revision 17, dated November 18, 1999, and Revision 18, dated
May 16, 2002, describe one approved method of compliance for doing
the required actions. After the effective date of this AD, only
Revision 18 is acceptable as an approved method of compliance.
Accomplishing this action ends the repetitive inspections required
by paragraph (f) of this AD.
Alternative Methods of Compliance (AMOCs)
(i)(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) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
(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
[[Page 41436]]
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.
Material Incorporated by Reference
(j) You must use Boeing Alert Service Bulletin 747-53A2542,
dated February 16, 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 FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington; or at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, call 202-741-6030, or go to: https://
www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on July 15, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-14140 Filed 7-27-07; 8:45 am]
BILLING CODE 4910-13-P
