Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and 747SP Series Airplanes, 47035-47039 [E8-17776]
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Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations
47035
TABLE 1—ALL MATERIAL INCORPORATED BY REFERENCE
Airbus service information
Revision/issue level
Date
Service Bulletin A310–57A2088, excluding Appendix 01 ...............................................................
Service Bulletin A310–57–2090 ......................................................................................................
Service Bulletin A310–57–2091, excluding Appendix 01 ................................................................
A310 Repair Instruction R572–49121 .............................................................................................
Original ........................
01 ................................
Original ........................
C ..................................
November 6, 2006.
December 19, 2007.
May 22, 2007.
May 2007.
(1) The Director of the Federal Register
approved the incorporation by reference of
the service information specified in Table 2
of this AD under 5 U.S.C. 552(a) and 1 CFR
part 51.
TABLE 2—NEW MATERIAL INCORPORATED BY REFERENCE
Airbus service information
Revision/issue level
Date
Service Bulletin A310–57–2090 ......................................................................................................
Service Bulletin A310–57–2091, excluding Appendix 01 ................................................................
A310 Repair Instruction R572–49121 .............................................................................................
01 ................................
Original ........................
C ..................................
December 19, 2007.
May 22, 2007.
May 2007.
(2) The Director of the Federal Register
previously approved the incorporation by
reference of Airbus Service Bulletin A310–
57A2088, excluding Appendix 01, dated
November 6, 2006, on February 6, 2007 (72
FR 2612, January 22, 2007).
(3) For service information identified in
this AD, contact Airbus, 1 Rond Point
Maurice Bellonte, 31707 Blagnac Cedex,
France.
(4) 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/ibrlocations.html.
ADDRESSES:
Issued in Renton, Washington, on July 31,
2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–18561 Filed 8–12–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–0043; Directorate
Identifier 2007–NM–058–AD; Amendment
39–15632; AD 2008–16–14]
hsrobinson on PROD1PC76 with RULES
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747–100, 747–100B, 747–100B
SUD, 747–200B, 747–200C, 747–200F,
747–300, 747–400, 747SR, and 747SP
Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
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SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to certain Boeing Model
747 series airplanes. That AD currently
requires inspecting to detect cracking in
certain lower lobe fuselage skin lap
joints, doing repetitive inspections for
cracking at certain fastener locations
having countersunk fasteners, and
replacing countersunk fasteners with
protruding head fasteners at certain
fastener locations. This new AD requires
replacing a previous high-frequency
eddy current (HFEC) inspection method
with a new HFEC inspection method,
adding a one-time inspection for
cracking of certain airplanes, and
terminating the adjustment factor for the
inspection compliance times based on
cabin differential pressure. This AD also
requires inspecting additional lap joints.
This AD results from reports of fuselage
skin cracks found at certain countersunk
fastener locations in the upper row of
lap joints near the wing-to-body fairings,
and from a report that the presence of
Alodine-coated rivets could cause faulty
results during the required inspections
using the optional sliding probe HFEC
inspection method specified in the
existing AD. We are issuing this AD to
prevent reduced structural integrity of
the fuselage.
DATES: This AD becomes effective
September 17, 2008.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of September 17, 2008.
On August 24, 1994 (59 FR 37659,
July 25, 1994), the Director of the
Federal Register approved the
incorporation by reference of Boeing
Service Bulletin 747–53A2312,
including the ‘‘Addendum,’’ Revision 2,
dated October 8, 1992.
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For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the 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.
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:
Discussion
The FAA issued a supplemental
notice of proposed rulemaking (NPRM)
to amend 14 CFR part 39 to include an
AD that supersedes AD 94–15–06,
amendment 39–8977 (59 FR 37659, July
25, 1994). The existing AD applies to
certain Boeing Model 747 series
airplanes. That supplemental NPRM
was published in the Federal Register
on May 7, 2008 (73 FR 25601). That
supplemental NPRM proposed to
continue to require inspecting to detect
cracking in certain lower lobe fuselage
skin lap joints, doing repetitive
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inspections for cracking at certain
fastener locations having countersunk
fasteners, and replacing countersunk
fasteners with protruding head fasteners
at certain fastener locations. That
supplemental NPRM also proposed to
require replacing a previous highfrequency eddy current (HFEC)
inspection method with a new HFEC
inspection method, adding a one-time
inspection for cracking of certain
airplanes, and terminating the
adjustment factor for the inspection
compliance times based on cabin
differential pressure. That supplemental
NPRM also proposed to require
inspecting additional lap joints.
that air safety and the public interest
require adopting the AD as proposed.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the single comment that has
been received on the supplemental
NPRM. The commenter, Boeing,
supports the NPRM.
Costs of Compliance
Conclusion
We have carefully reviewed the
available data, including the comment
that has been received, and determined
There are about 348 airplanes in the
worldwide fleet. We estimate that this
AD affects 90 airplanes of U.S. registry.
The issue associated with Alodinecoated aluminum rivets occurs on 162
airplanes in the worldwide fleet and
affects 24 airplanes of U.S. registry. The
following table provides the estimated
costs for U.S. operators to comply with
this AD. The average labor rate is $80
per work hour.
ESTIMATED COSTS
Action
Work hours
Inspections (required by AD
94–15–06 and retained in
this AD).
Inspections (required by AD
94–15–06 and retained in
this AD).
Modification (required by AD
94–15–06 and retained in
this AD).
One-time inspection (new action).
Number of
affected
airplanes
Parts
Cost per airplane
Fleet cost
14
$0
90
$1,120, per inspection cycle
$100,800, per inspection
cycle.
82
0
90
$6,560, per inspection cycle
$590,400, per inspection
cycle.
124
(1)
90
$9,920 ...................................
$892,800.
4
0
24
$320 ......................................
$7,680.
1 Minimal.
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.
hsrobinson on PROD1PC76 with RULES
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
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15:55 Aug 12, 2008
Jkt 214001
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PO 00000
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Fmt 4700
Sfmt 4700
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–8977 (59
FR 37659, July 25, 1994) and by adding
the following new airworthiness
directive (AD):
I
2008–16–14 Boeing: Amendment 39–15632.
Docket No. FAA–2007–0043; Directorate
Identifier 2007–NM–058–AD.
Effective Date
(a) This AD becomes effective September
17, 2008.
Affected ADs
(b) This AD supersedes AD 94–15–06.
Applicability
(c) This AD applies to Boeing Model 747–
100, 747–100B, 747–100B SUD, 747–200B,
747–200C, 747–200F, 747–300, 747–400,
747SR, and 747SP series airplanes,
certificated in any category, as identified in
Boeing Alert Service Bulletin 747–53A2312,
Revision 3, dated February 8, 2007.
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Unsafe Condition
(d) This AD results from reports of fuselage
skin cracks found at certain countersunk
fastener locations in the upper row of lap
joints near the wing-to-body fairings, and
from a report that the presence of Alodinecoated rivets could cause faulty results
during the required inspections using the
optional sliding probe high frequency eddy
current (HFEC) inspection method specified
in AD 94–15–06. We are issuing this AD to
prevent reduced structural integrity of the
fuselage.
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.
Requirements of AD 94–15–06 With Revised
Body Station and Stringer Locations
Inspections for Airplanes Having Line
Numbers 201 Through 765 Inclusive
hsrobinson on PROD1PC76 with RULES
(f) For airplanes having line numbers 201
through 765 inclusive: Conduct an HFEC
inspection to detect cracking of the lower
lobe lap joints in the vicinity of the wing-tobody fairings, in accordance with Boeing
Alert Service Bulletin 747–53A2312, dated
June 12, 1989; Revision 1, dated March 29,
1990; Revision 2, dated October 8, 1992; or
Revision 3, dated February 8, 2007; except as
provided by paragraph (u) of this AD; at the
time specified in paragraph (f)(1), (f)(2), (f)(3),
or (f)(4) of this AD, as applicable. As of the
effective date of this AD, only Revision 3
shall be used. Repeat this inspection
thereafter at intervals not to exceed 4,000
landings until the inspection required by
paragraph (j) of this AD is accomplished.
(1) For airplanes that have accumulated
less than 11,200 total landings as of February
5, 1990 (the effective date of AD 90–01–07,
amendment 39–6440, which was superseded
by AD 94–15–06): Prior to the accumulation
of 11,000 total landings, or within the next
1,000 landings after February 5, 1990,
whichever occurs later.
(2) For airplanes that have accumulated
11,200 or more total landings but less than
15,201 total landings as of February 5, 1990:
Within the next 1,000 landings after February
5, 1990, or prior to the accumulation of
15,500 total landings, whichever occurs
earlier.
(3) For airplanes that have accumulated
15,201 or more total landings but less than
18,200 total landings as of February 5, 1990:
Within the next 300 landings after February
5, 1990, or prior to the accumulation of
18,250 total landings, whichever occurs
earlier.
(4) For airplanes that have accumulated
18,200 or more landings as of February 5,
1990: Within the next 50 landings after
February 5, 1990.
Repair and Modification for Airplanes
Having Line Numbers 201 Through 765
Inclusive
(g) For airplanes having line numbers 201
through 765 inclusive: Accomplish the
requirements of paragraphs (g)(1) and (g)(2)
of this AD.
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15:55 Aug 12, 2008
Jkt 214001
(1) If any cracking is detected during the
inspections required by paragraph (f) of this
AD, prior to further flight, repair in
accordance with Boeing Alert Service
Bulletin 747–53A2312, dated June 12, 1989;
Revision 1, dated March 29, 1990; Revision
2, dated October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective
date of this AD, only Revision 3 shall be
used.
(2) Prior to the accumulation of 20,000
total landings, or within the next 3,000
landings after February 5, 1990 (the effective
date of AD 90–01–07), whichever occurs
later, modify the airplane by replacing
countersunk fasteners in the upper row of the
lower lobe lap joints in the vicinity of the
wing-to-body fairings with protruding head
fasteners, in accordance with the procedures
described in Boeing Alert Service Bulletin
747–53A2312, dated June 12, 1989; Revision
1, dated March 29, 1990; Revision 2, dated
October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective
date of this AD, only Revision 3 shall be
used.
Adjustments for Cabin Differential Pressure
for Airplanes Having Line Numbers 201
Through 765 Inclusive
(h) For airplanes having line numbers 201
through 765 inclusive: Before the effective
date of this AD, for purposes of complying
with paragraphs (f) and (g) of this AD, the
number of landings may be determined to
equal the number of pressurization cycles
where the cabin pressure differential was
greater than 2.0 psi.
(i) For airplanes having line numbers 201
through 765 inclusive: Before the effective
date of this AD, for Model 747SR series
airplanes only, based on continued mixed
operation of lower cabin differentials, the
inspection and modification compliance
times specified in paragraphs (f) and (g) of
this AD may be multiplied by a 1.2
adjustment factor.
General Visual Inspection for Countersunk
Fasteners for All Airplanes
(j) For all airplanes: Prior to the
accumulation of 11,000 total landings, or
within 1,000 landings after August 24, 1994
(the effective date of AD 94–15–06),
whichever occurs later, conduct a general
visual inspection, unless previously
accomplished within the last 3,000 landings
prior to August 24, 1994, to determine if
countersunk fasteners have been installed in
the lap joints listed in paragraph (j)(1) or
(j)(2) of this AD, as applicable, in accordance
with the procedures described in Boeing
Service Bulletin 747–53A2312, Revision 2,
dated October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective
date of this AD, only Revision 3 shall be
used. Accomplishment of this inspection
terminates the inspection requirements of
paragraph (f) of this AD.
(1) For Model 747–100, –200, –300, –400,
and 747SR series airplanes: From body
stations (BS) 741 to 1000 at stringers (S)-34L,
S–34R, S–39L, S–39R, S–44L, and S–44R,
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47037
and from BS 1480 to 1741 at S–34L, S–34R,
S–40L, and S–40R.
(2) For Model 747SP series airplanes: From
BS 560 to 800 at S–34L, S–34R, S–39L, S–
39R, S–44L, and S–44R, and from BS 1640
to 1741 at S–34L, S–34R, S–40L, and S–40R.
Corrective Action for Countersunk Fasteners
for All Airplanes
(k) For all airplanes: If no countersunk
fastener is found in the upper row of a lap
joint during the inspection required by
paragraph (j) of this AD, no further action is
required by this AD for that lap joint.
(l) For all airplanes: If any countersunk
fastener is found in the upper row of a lap
joint during the inspection required by
paragraph (j) of this AD, prior to further
flight, perform an HFEC inspection to detect
cracking at all fastener locations in the lap
joint where a countersunk fastener was found
during the inspection required by paragraph
(j) of this AD, in accordance with the
procedures described in Boeing Service
Bulletin 747–53A2312, Revision 2, dated
October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective
date of this AD, only Revision 3 shall be
used.
Repetitive Inspections
(m) If no cracking is detected during any
inspection required by paragraphs (l) and (q)
of this AD, at any fastener location where a
countersunk fastener was found during the
inspection required by paragraph (j) or (q)(1)
of this AD, repeat the HFEC inspection
thereafter at intervals not to exceed 4,000
landings, in accordance with the procedures
described in Boeing Service Bulletin 747–
53A2312, Revision 2, dated October 8, 1992;
or Revision 3, dated February 8, 2007; except
as provided by paragraph (u) of this AD. As
of the effective date of this AD, only Revision
3 shall be used. As an alternative to the HFEC
inspection, operators may perform a detailed
inspection to detect cracking at any fastener
location where a countersunk fastener was
found, in accordance with the procedures
described in Boeing Service Alert Bulletin
747–53A2312, Revision 3, dated February 8,
2007; except as provided by paragraph (u) of
this AD. Perform the detailed inspection
within the next 4,000 landings after the
HFEC inspection required by paragraph (l) of
this AD, and repeat the inspection thereafter
at intervals not to exceed 500 landings. At
any of the subsequent inspection cycles,
operators may use either inspection method
provided that the corresponding inspection
interval is used to determine the compliance
time of the next inspection.
(n) If cracking is detected during any
inspection required by paragraph (l), (m), (p),
or (q) of this AD, at any fastener location
where a countersunk fastener was found
during the inspection required by paragraph
(j) or (q)(1) of this AD, prior to further flight,
repair and modify that lap joint in
accordance with Boeing Service Bulletin
747–53A2312, Revision 2, dated October 8,
1992; or Revision 3, dated February 8, 2007;
except as provided by paragraph (u) of this
AD. As of the effective date of this AD, only
Revision 3 shall be used. Accomplishment of
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this repair and modification terminates the
repetitive inspections required by paragraph
(m) of this AD for that lap joint.
Modification of Countersunk Fasteners for
All Airplanes
(o) For all airplanes: Prior to the
accumulation of 20,000 total landings or
within 1,000 landings after August 24, 1994,
whichever occurs later, modify all fastener
locations where a countersunk fastener was
found during the inspections required by
paragraph (j) of this AD, in accordance with
the procedures described in Boeing Service
Bulletin 747–53A2312, Revision 2, dated
October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective
date of this AD, only Revision 3 shall be
used. For purposes of complying with the
requirements of this paragraph, fastener
locations that were previously modified in
accordance with paragraph (g) or (n) of this
AD do not need to be modified again.
Accomplishment of this modification
terminates the repetitive inspections required
by paragraph (m) of this AD for the modified
fastener locations.
Post-Modification Inspections for All
Airplanes
(p) For all airplanes: Prior to the
accumulation of 10,000 total landings
following the modification required by
paragraph (g), (n), (o), (q) or (s) of this AD,
perform an HFEC inspection to detect
cracking at all fastener locations where a
countersunk fastener was found during the
inspection required by paragraph (j) or (q)(1)
of this AD, and repeat this inspection
thereafter at intervals not to exceed 4,000
landings, in accordance with the procedures
described in Boeing Service Bulletin 747–
53A2312, Revision 2, dated October 8, 1992;
or Revision 3, dated February 8, 2007; except
as provided by paragraph (u) of this AD. As
of the effective date of this AD, only Revision
3 shall be used.
hsrobinson on PROD1PC76 with RULES
New Requirements of This AD
General Visual Inspection for Countersunk
Fasteners and Modification for Model 747SP
Airplanes at Stringers S–34L, S–34R, S–40L,
S–40R, and S–46L
(q) For Model 747SP series airplanes
having line numbers 201 through 814
inclusive, do the actions in paragraphs (q)(1)
and (q)(2) of this AD at the times specified
in those paragraphs.
(1) Prior to the accumulation of 11,000
total landings, or within 1,000 landings as of
the effective date of this AD, whichever
occurs later, unless previously accomplished
within the last 3,000 landings prior to the
effective date of this AD, conduct a general
visual inspection of the lap joint from BS
1640 to 1901 at S–46L, and from BS 1741 to
1901 at S–34L, S–34R, S–40L, and S–40R, to
determine if countersunk fasteners have been
installed in the specified area, in accordance
with the procedures described in Boeing
Alert Service Bulletin 747–53A2312,
Revision 3, dated February 8, 2007; except as
provided by paragraph (u) of this AD.
(i) If no countersunk fastener is found in
the upper row of the lap joint during the
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15:55 Aug 12, 2008
Jkt 214001
inspection, no further action is required by
this AD for the lap joint.
(ii) If any countersunk fastener is found in
the upper row of the lap joint, prior to further
flight, perform an HFEC inspection to detect
cracking at all fastener locations where a
countersunk fastener was found, in
accordance with the procedures described in
Boeing Alert Service Bulletin 747–53A2312,
Revision 3, dated February 8, 2007; except as
provided by paragraph (u) of this AD.
(A) If no cracking is found, repeat the
inspection thereafter in accordance with the
requirements of paragraph (m) of this AD.
(B) If any cracking is found, prior to further
flight, repair and modify the lap joint as
required by paragraph (n) of this AD.
(2) Prior to the accumulation of 20,000
total landings, or within 1,000 landings as of
the effective date of this AD, whichever
occurs later, modify all fastener locations
where a countersunk fastener was found,
during the inspection required by paragraph
(q)(1) of this AD, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2312, Revision 3,
dated February 8, 2007; except as provided
by paragraph (u) of this AD. For purposes of
complying with the requirements of this AD,
fastener locations that were previously
modified in accordance with paragraph (n) of
this AD do not need to be modified again.
Accomplishment of this modification
terminates the repetitive inspections required
by paragraph (m) of this AD for the modified
fastener locations.
Adjustments to Compliance Time: Cabin
Differential Pressure
(r) For the purposes of calculating the
compliance threshold and repetitive intervals
for actions required by paragraphs (f) and (g)
of this AD, as of the effective date of this AD:
All flight cycles, including the number of
flight cycles in which cabin differential
pressure is at 2.0 psi or less, must be counted
when determining the number of flight cycles
that have occurred on the airplane, and a 1.2
adjustment factor may not be used. However,
for airplanes on which the repetitive
intervals for the actions required by
paragraph (f) of this AD have been calculated
in accordance with paragraphs (h) and/or (i)
of this AD by excluding the number of flight
cycles in which cabin differential pressure is
at 2.0 pounds psi or less, and/or by using a
1.2 adjustment factor: Continue to adjust the
repetitive intervals in accordance with
paragraphs (h) and/or (i) of this AD until the
next inspection required by paragraph (f) of
this AD is accomplished. Thereafter, no
adjustment to compliance times based on
paragraphs (h) and/or (i) of this AD is
allowed.
Special One-Time Inspection for Cracking of
Certain Airplanes
(s) For airplanes with line numbers 630
through 814 inclusive that meet the
conditions specified in paragraphs (s)(1) and
(s)(2) of this AD: Within 300 flight cycles
after the effective date of this AD, or within
500 flight cycles after the most recent sliding
probe inspection done in accordance with
Boeing Alert Service Bulletin 747–53A2312,
Revision 1, dated March 29, 1990; or
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Fmt 4700
Sfmt 4700
Revision 2, dated October 8, 1992; whichever
occurs later, do a special one-time HFEC
inspection or a special one-time detailed
inspection for cracking, in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2312,
Revision 3, dated February 8, 2007. If any
cracking is found in a lap joint, before further
flight, repair and modify that lap joint in
accordance with Boeing Alert Service
Bulletin 747–53A2312, Revision 3, dated
February 8, 2007; except as provided by
paragraph (u) of this AD. Accomplishment of
this repair and modification terminates the
repetitive inspections required by paragraph
(m) of this AD for that lap joint. This special
one-time inspection is not required for lap
joints that have been modified in accordance
with paragraph (g), (n), (o), or (q) of this AD.
(1) Airplanes that have not been modified
in accordance with paragraph (g) or (o) of this
AD.
(2) Airplanes on which the sliding probe
HFEC inspection method specified in Boeing
Alert Service Bulletin 747–53A2312,
Revision 1, dated March 29, 1990; or
Revision 2, dated October 8, 1992; was used
during the last skin inspection required by
paragraph (f), (l), or (m) of this AD.
Actions After the Special One-time
Inspection if No Cracking Is Found
(t) For airplanes specified in paragraph (s)
of this AD on which no cracking is found
during the special one-time inspection, do
the applicable repetitive inspections
specified in paragraph (t)(1) or (t)(2) of this
AD.
(1) If the special one-time inspection was
done using the HFEC inspection method in
accordance with paragraph (s) of this AD,
perform the next inspection required by
paragraph (m) of this AD within the next
4,000 flight cycles after doing the inspection
required by paragraph (s) of this AD, and
repeat the inspection thereafter in accordance
with paragraph (m) of this AD.
(2) If the special one-time inspection was
done using the detailed inspection method in
accordance with paragraph (s) of this AD,
perform the next inspection required by
paragraph (m) of this AD within the next 500
flight cycles after doing the inspection
required by paragraph (s) of this AD, and
repeat the inspection thereafter in accordance
with paragraph (m) of this AD.
Contacting the Manufacturer
(u) Where Boeing Alert Service Bulletin
747–53A2312, Revision 3, dated February 8,
2007, specifies to contact Boeing for
appropriate action for a repair or inspection,
before further flight, do the applicable action
in paragraph (u)(1) or (u)(2) of this AD.
(1) Do the repair using a method approved
in accordance with the procedures specified
in paragraph (v) of this AD.
(2) Do the inspection using a method
approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA. For a repair
method to be approved by the Manager,
Seattle ACO, as required by this paragraph,
the Manager’s approval letter must
specifically refer to this AD.
E:\FR\FM\13AUR1.SGM
13AUR1
Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations
hsrobinson on PROD1PC76 with RULES
Alternative Methods of Compliance
(AMOCs)
(v)(1) The Manager, Seattle 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 shall be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Commercial Airplanes Delegation Option
Authorization Organization who has been
authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to
be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously in
accordance with AD 94–15–06 for airplane
line numbers 630 through 814 inclusive are
approved as AMOCs for the corresponding
provisions of this AD if the AMOC does not
involve using the existing sliding probe
HFEC skin inspection method specified in
Boeing Service Bulletin 747–53A2312,
Revision 2, dated October 8, 1992, or an
earlier version. In addition, the provisions of
paragraph (r) of this AD must be applied to
AMOCs approved previously in accordance
with AD 94–15–06, where applicable.
(5) AMOCs approved previously in
accordance with AD 94–15–06 for airplane
line numbers 201 through 629 inclusive are
approved as AMOCs for the corresponding
provisions of this AD. In addition, the
provisions of paragraph (r) of this AD must
be applied to AMOCs approved previously in
accordance with AD 94–15–06, where
applicable.
Material Incorporated by Reference
(w) You must use Boeing Alert Service
Bulletin 747–53A2312, dated June 12, 1989;
Boeing Service Bulletin 747–53A2312,
Revision 1, including ‘‘Addendum,’’ dated
March 29, 1990; Boeing Service Bulletin 747–
53A2312, including the ‘‘Addendum,’’
Revision 2, dated October 8, 1992; or Boeing
Service Bulletin 747–53A2312, Revision 3,
dated February 8, 2007; as applicable; to
perform the actions that are required by this
AD, unless the AD specifies otherwise. (The
document number and date of Boeing Alert
Service Bulletin 747–53A2312, dated June
12, 1989, are identified only on the first page
of the document; no other page of the
document contains this information.)
(1) The Director of the Federal Register
approved the incorporation by reference of
Boeing Alert Service Bulletin 747–53A2312,
dated June 12, 1989; Boeing Service Bulletin
747–53A2312, Revision 1, including
‘‘Addendum,’’ dated March 29, 1990; and
Boeing Service Bulletin 747–53A2312,
Revision 3, dated February 8, 2007; in
accordance with 5 U.S.C. 552(a) and 1 CFR
part 51.
VerDate Aug<31>2005
15:55 Aug 12, 2008
Jkt 214001
(2) On August 24, 1994 (59 FR 37659, July
25, 1994), the Director of the Federal Register
approved the incorporation by reference of
Boeing Service Bulletin 747–53A2312,
including the ‘‘Addendum,’’ Revision 2,
dated October 8, 1992.
(3) 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/ibrlocations.html.
Issued in Renton, Washington, on July 23,
2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–17776 Filed 8–12–08; 8:45 am]
BILLING CODE 4910–13–P
47039
This AD becomes effective
September 17, 2008.
On September 17, 2008, the Director
of the Federal Register approved the
incorporation by reference of certain
publications listed in this AD.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.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.
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:
DATES:
Discussion
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0626 Directorate
Identifier 2008–CE–035–AD; Amendment
39–15637; AD 2008–16–19]
RIN 2120–AA64
Airworthiness Directives; Pilatus
Aircraft Ltd. Model PC–6 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
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 loose selflocking stop nuts Part Number (P/N)
938.07.65.105 in the tail landing gear fastener
assemblies of some PC–6 aircraft.
It is believed that this occurrence could
also exist in other fastener assemblies using
nuts P/N 938.07.65.105 at various identified
locations in the aircraft.
If left uncorrected, the identified
assemblies may become loose and not
function as designed and could lead to
hazardous situations.
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
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 June 9, 2008 (73 FR 32497).
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 loose selflocking stop nuts Part Number (P/N)
938.07.65.105 in the tail landing gear fastener
assemblies of some PC–6 aircraft.
It is believed that this occurrence could
also exist in other fastener assemblies using
nuts P/N 938.07.65.105 at various identified
locations in the aircraft.
If left uncorrected, the identified
assemblies may become loose and not
function as designed and could lead to
hazardous situations.
In order to prevent those conditions, the
present AD requires you to replace selflocking stop nuts P/N 938.07.65.105 from the
Tail Landing Gear Assembly, the Parachute
Cable Assembly, the Water Tank Assembly,
the Cable Tensioner Assembly, the Fuel
Filter Assembly, the Hydraulic Pump
Assembly and the Engine Mounts Assembly
in accordance with Pilatus PC–6 Service
Bulletin No. 53–002 Revision 2.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM or
on the determination of the cost to the
public.
Conclusion
We reviewed the available data and
determined that air safety and the
public interest require adopting the AD
as proposed.
E:\FR\FM\13AUR1.SGM
13AUR1
]]>Agencies
[Federal Register Volume 73, Number 157 (Wednesday, August 13, 2008)]
[Rules and Regulations]
[Pages 47035-47039]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-17776]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-0043; Directorate Identifier 2007-NM-058-AD;
Amendment 39-15632; AD 2008-16-14]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and
747SP Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD), which applies to certain Boeing Model 747 series airplanes. That
AD currently requires inspecting to detect cracking in certain lower
lobe fuselage skin lap joints, doing repetitive inspections for
cracking at certain fastener locations having countersunk fasteners,
and replacing countersunk fasteners with protruding head fasteners at
certain fastener locations. This new AD requires replacing a previous
high-frequency eddy current (HFEC) inspection method with a new HFEC
inspection method, adding a one-time inspection for cracking of certain
airplanes, and terminating the adjustment factor for the inspection
compliance times based on cabin differential pressure. This AD also
requires inspecting additional lap joints. This AD results from reports
of fuselage skin cracks found at certain countersunk fastener locations
in the upper row of lap joints near the wing-to-body fairings, and from
a report that the presence of Alodine-coated rivets could cause faulty
results during the required inspections using the optional sliding
probe HFEC inspection method specified in the existing AD. We are
issuing this AD to prevent reduced structural integrity of the
fuselage.
DATES: This AD becomes effective September 17, 2008.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of September 17,
2008.
On August 24, 1994 (59 FR 37659, July 25, 1994), the Director of
the Federal Register approved the incorporation by reference of Boeing
Service Bulletin 747-53A2312, including the ``Addendum,'' Revision 2,
dated October 8, 1992.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the 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.
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:
Discussion
The FAA issued a supplemental notice of proposed rulemaking (NPRM)
to amend 14 CFR part 39 to include an AD that supersedes AD 94-15-06,
amendment 39-8977 (59 FR 37659, July 25, 1994). The existing AD applies
to certain Boeing Model 747 series airplanes. That supplemental NPRM
was published in the Federal Register on May 7, 2008 (73 FR 25601).
That supplemental NPRM proposed to continue to require inspecting to
detect cracking in certain lower lobe fuselage skin lap joints, doing
repetitive
[[Page 47036]]
inspections for cracking at certain fastener locations having
countersunk fasteners, and replacing countersunk fasteners with
protruding head fasteners at certain fastener locations. That
supplemental NPRM also proposed to require replacing a previous high-
frequency eddy current (HFEC) inspection method with a new HFEC
inspection method, adding a one-time inspection for cracking of certain
airplanes, and terminating the adjustment factor for the inspection
compliance times based on cabin differential pressure. That
supplemental NPRM also proposed to require inspecting additional lap
joints.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the single comment that has
been received on the supplemental NPRM. The commenter, Boeing, supports
the NPRM.
Conclusion
We have carefully reviewed the available data, including the
comment that has been received, and determined that air safety and the
public interest require adopting the AD as proposed.
Costs of Compliance
There are about 348 airplanes in the worldwide fleet. We estimate
that this AD affects 90 airplanes of U.S. registry. The issue
associated with Alodine-coated aluminum rivets occurs on 162 airplanes
in the worldwide fleet and affects 24 airplanes of U.S. registry. The
following table provides the estimated costs for U.S. operators to
comply with this AD. The average labor rate is $80 per work hour.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Number of
Action Work hours Parts affected Cost per Fleet cost
airplanes airplane
----------------------------------------------------------------------------------------------------------------
Inspections (required by AD 14 $0 90 $1,120, per $100,800, per
94-15-06 and retained in inspection inspection
this AD). cycle. cycle.
Inspections (required by AD 82 0 90 $6,560, per $590,400, per
94-15-06 and retained in inspection inspection
this AD). cycle. cycle.
Modification (required by AD 124 (\1\) 90 $9,920.......... $892,800.
94-15-06 and retained in
this AD).
One-time inspection (new 4 0 24 $320............ $7,680.
action).
----------------------------------------------------------------------------------------------------------------
\1\ Minimal.
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
removing amendment 39-8977 (59 FR 37659, July 25, 1994) and by adding
the following new airworthiness directive (AD):
2008-16-14 Boeing: Amendment 39-15632. Docket No. FAA-2007-0043;
Directorate Identifier 2007-NM-058-AD.
Effective Date
(a) This AD becomes effective September 17, 2008.
Affected ADs
(b) This AD supersedes AD 94-15-06.
Applicability
(c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and
747SP series airplanes, certificated in any category, as identified
in Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated
February 8, 2007.
[[Page 47037]]
Unsafe Condition
(d) This AD results from reports of fuselage skin cracks found
at certain countersunk fastener locations in the upper row of lap
joints near the wing-to-body fairings, and from a report that the
presence of Alodine-coated rivets could cause faulty results during
the required inspections using the optional sliding probe high
frequency eddy current (HFEC) inspection method specified in AD 94-
15-06. We are issuing this AD to prevent reduced structural
integrity of the fuselage.
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.
Requirements of AD 94-15-06 With Revised Body Station and Stringer
Locations
Inspections for Airplanes Having Line Numbers 201 Through 765 Inclusive
(f) For airplanes having line numbers 201 through 765 inclusive:
Conduct an HFEC inspection to detect cracking of the lower lobe lap
joints in the vicinity of the wing-to-body fairings, in accordance
with Boeing Alert Service Bulletin 747-53A2312, dated June 12, 1989;
Revision 1, dated March 29, 1990; Revision 2, dated October 8, 1992;
or Revision 3, dated February 8, 2007; except as provided by
paragraph (u) of this AD; at the time specified in paragraph (f)(1),
(f)(2), (f)(3), or (f)(4) of this AD, as applicable. As of the
effective date of this AD, only Revision 3 shall be used. Repeat
this inspection thereafter at intervals not to exceed 4,000 landings
until the inspection required by paragraph (j) of this AD is
accomplished.
(1) For airplanes that have accumulated less than 11,200 total
landings as of February 5, 1990 (the effective date of AD 90-01-07,
amendment 39-6440, which was superseded by AD 94-15-06): Prior to
the accumulation of 11,000 total landings, or within the next 1,000
landings after February 5, 1990, whichever occurs later.
(2) For airplanes that have accumulated 11,200 or more total
landings but less than 15,201 total landings as of February 5, 1990:
Within the next 1,000 landings after February 5, 1990, or prior to
the accumulation of 15,500 total landings, whichever occurs earlier.
(3) For airplanes that have accumulated 15,201 or more total
landings but less than 18,200 total landings as of February 5, 1990:
Within the next 300 landings after February 5, 1990, or prior to the
accumulation of 18,250 total landings, whichever occurs earlier.
(4) For airplanes that have accumulated 18,200 or more landings
as of February 5, 1990: Within the next 50 landings after February
5, 1990.
Repair and Modification for Airplanes Having Line Numbers 201 Through
765 Inclusive
(g) For airplanes having line numbers 201 through 765 inclusive:
Accomplish the requirements of paragraphs (g)(1) and (g)(2) of this
AD.
(1) If any cracking is detected during the inspections required
by paragraph (f) of this AD, prior to further flight, repair in
accordance with Boeing Alert Service Bulletin 747-53A2312, dated
June 12, 1989; Revision 1, dated March 29, 1990; Revision 2, dated
October 8, 1992; or Revision 3, dated February 8, 2007; except as
provided by paragraph (u) of this AD. As of the effective date of
this AD, only Revision 3 shall be used.
(2) Prior to the accumulation of 20,000 total landings, or
within the next 3,000 landings after February 5, 1990 (the effective
date of AD 90-01-07), whichever occurs later, modify the airplane by
replacing countersunk fasteners in the upper row of the lower lobe
lap joints in the vicinity of the wing-to-body fairings with
protruding head fasteners, in accordance with the procedures
described in Boeing Alert Service Bulletin 747-53A2312, dated June
12, 1989; Revision 1, dated March 29, 1990; Revision 2, dated
October 8, 1992; or Revision 3, dated February 8, 2007; except as
provided by paragraph (u) of this AD. As of the effective date of
this AD, only Revision 3 shall be used.
Adjustments for Cabin Differential Pressure for Airplanes Having Line
Numbers 201 Through 765 Inclusive
(h) For airplanes having line numbers 201 through 765 inclusive:
Before the effective date of this AD, for purposes of complying with
paragraphs (f) and (g) of this AD, the number of landings may be
determined to equal the number of pressurization cycles where the
cabin pressure differential was greater than 2.0 psi.
(i) For airplanes having line numbers 201 through 765 inclusive:
Before the effective date of this AD, for Model 747SR series
airplanes only, based on continued mixed operation of lower cabin
differentials, the inspection and modification compliance times
specified in paragraphs (f) and (g) of this AD may be multiplied by
a 1.2 adjustment factor.
General Visual Inspection for Countersunk Fasteners for All Airplanes
(j) For all airplanes: Prior to the accumulation of 11,000 total
landings, or within 1,000 landings after August 24, 1994 (the
effective date of AD 94-15-06), whichever occurs later, conduct a
general visual inspection, unless previously accomplished within the
last 3,000 landings prior to August 24, 1994, to determine if
countersunk fasteners have been installed in the lap joints listed
in paragraph (j)(1) or (j)(2) of this AD, as applicable, in
accordance with the procedures described in Boeing Service Bulletin
747-53A2312, Revision 2, dated October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by paragraph (u) of this AD. As
of the effective date of this AD, only Revision 3 shall be used.
Accomplishment of this inspection terminates the inspection
requirements of paragraph (f) of this AD.
(1) For Model 747-100, -200, -300, -400, and 747SR series
airplanes: From body stations (BS) 741 to 1000 at stringers (S)-34L,
S-34R, S-39L, S-39R, S-44L, and S-44R, and from BS 1480 to 1741 at
S-34L, S-34R, S-40L, and S-40R.
(2) For Model 747SP series airplanes: From BS 560 to 800 at S-
34L, S-34R, S-39L, S-39R, S-44L, and S-44R, and from BS 1640 to 1741
at S-34L, S-34R, S-40L, and S-40R.
Corrective Action for Countersunk Fasteners for All Airplanes
(k) For all airplanes: If no countersunk fastener is found in
the upper row of a lap joint during the inspection required by
paragraph (j) of this AD, no further action is required by this AD
for that lap joint.
(l) For all airplanes: If any countersunk fastener is found in
the upper row of a lap joint during the inspection required by
paragraph (j) of this AD, prior to further flight, perform an HFEC
inspection to detect cracking at all fastener locations in the lap
joint where a countersunk fastener was found during the inspection
required by paragraph (j) of this AD, in accordance with the
procedures described in Boeing Service Bulletin 747-53A2312,
Revision 2, dated October 8, 1992; or Revision 3, dated February 8,
2007; except as provided by paragraph (u) of this AD. As of the
effective date of this AD, only Revision 3 shall be used.
Repetitive Inspections
(m) If no cracking is detected during any inspection required by
paragraphs (l) and (q) of this AD, at any fastener location where a
countersunk fastener was found during the inspection required by
paragraph (j) or (q)(1) of this AD, repeat the HFEC inspection
thereafter at intervals not to exceed 4,000 landings, in accordance
with the procedures described in Boeing Service Bulletin 747-
53A2312, Revision 2, dated October 8, 1992; or Revision 3, dated
February 8, 2007; except as provided by paragraph (u) of this AD. As
of the effective date of this AD, only Revision 3 shall be used. As
an alternative to the HFEC inspection, operators may perform a
detailed inspection to detect cracking at any fastener location
where a countersunk fastener was found, in accordance with the
procedures described in Boeing Service Alert Bulletin 747-53A2312,
Revision 3, dated February 8, 2007; except as provided by paragraph
(u) of this AD. Perform the detailed inspection within the next
4,000 landings after the HFEC inspection required by paragraph (l)
of this AD, and repeat the inspection thereafter at intervals not to
exceed 500 landings. At any of the subsequent inspection cycles,
operators may use either inspection method provided that the
corresponding inspection interval is used to determine the
compliance time of the next inspection.
(n) If cracking is detected during any inspection required by
paragraph (l), (m), (p), or (q) of this AD, at any fastener location
where a countersunk fastener was found during the inspection
required by paragraph (j) or (q)(1) of this AD, prior to further
flight, repair and modify that lap joint in accordance with Boeing
Service Bulletin 747-53A2312, Revision 2, dated October 8, 1992; or
Revision 3, dated February 8, 2007; except as provided by paragraph
(u) of this AD. As of the effective date of this AD, only Revision 3
shall be used. Accomplishment of
[[Page 47038]]
this repair and modification terminates the repetitive inspections
required by paragraph (m) of this AD for that lap joint.
Modification of Countersunk Fasteners for All Airplanes
(o) For all airplanes: Prior to the accumulation of 20,000 total
landings or within 1,000 landings after August 24, 1994, whichever
occurs later, modify all fastener locations where a countersunk
fastener was found during the inspections required by paragraph (j)
of this AD, in accordance with the procedures described in Boeing
Service Bulletin 747-53A2312, Revision 2, dated October 8, 1992; or
Revision 3, dated February 8, 2007; except as provided by paragraph
(u) of this AD. As of the effective date of this AD, only Revision 3
shall be used. For purposes of complying with the requirements of
this paragraph, fastener locations that were previously modified in
accordance with paragraph (g) or (n) of this AD do not need to be
modified again. Accomplishment of this modification terminates the
repetitive inspections required by paragraph (m) of this AD for the
modified fastener locations.
Post-Modification Inspections for All Airplanes
(p) For all airplanes: Prior to the accumulation of 10,000 total
landings following the modification required by paragraph (g), (n),
(o), (q) or (s) of this AD, perform an HFEC inspection to detect
cracking at all fastener locations where a countersunk fastener was
found during the inspection required by paragraph (j) or (q)(1) of
this AD, and repeat this inspection thereafter at intervals not to
exceed 4,000 landings, in accordance with the procedures described
in Boeing Service Bulletin 747-53A2312, Revision 2, dated October 8,
1992; or Revision 3, dated February 8, 2007; except as provided by
paragraph (u) of this AD. As of the effective date of this AD, only
Revision 3 shall be used.
New Requirements of This AD
General Visual Inspection for Countersunk Fasteners and Modification
for Model 747SP Airplanes at Stringers S-34L, S-34R, S-40L, S-40R, and
S-46L
(q) For Model 747SP series airplanes having line numbers 201
through 814 inclusive, do the actions in paragraphs (q)(1) and
(q)(2) of this AD at the times specified in those paragraphs.
(1) Prior to the accumulation of 11,000 total landings, or
within 1,000 landings as of the effective date of this AD, whichever
occurs later, unless previously accomplished within the last 3,000
landings prior to the effective date of this AD, conduct a general
visual inspection of the lap joint from BS 1640 to 1901 at S-46L,
and from BS 1741 to 1901 at S-34L, S-34R, S-40L, and S-40R, to
determine if countersunk fasteners have been installed in the
specified area, in accordance with the procedures described in
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated
February 8, 2007; except as provided by paragraph (u) of this AD.
(i) If no countersunk fastener is found in the upper row of the
lap joint during the inspection, no further action is required by
this AD for the lap joint.
(ii) If any countersunk fastener is found in the upper row of
the lap joint, prior to further flight, perform an HFEC inspection
to detect cracking at all fastener locations where a countersunk
fastener was found, in accordance with the procedures described in
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated
February 8, 2007; except as provided by paragraph (u) of this AD.
(A) If no cracking is found, repeat the inspection thereafter in
accordance with the requirements of paragraph (m) of this AD.
(B) If any cracking is found, prior to further flight, repair
and modify the lap joint as required by paragraph (n) of this AD.
(2) Prior to the accumulation of 20,000 total landings, or
within 1,000 landings as of the effective date of this AD, whichever
occurs later, modify all fastener locations where a countersunk
fastener was found, during the inspection required by paragraph
(q)(1) of this AD, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2312, Revision
3, dated February 8, 2007; except as provided by paragraph (u) of
this AD. For purposes of complying with the requirements of this AD,
fastener locations that were previously modified in accordance with
paragraph (n) of this AD do not need to be modified again.
Accomplishment of this modification terminates the repetitive
inspections required by paragraph (m) of this AD for the modified
fastener locations.
Adjustments to Compliance Time: Cabin Differential Pressure
(r) For the purposes of calculating the compliance threshold and
repetitive intervals for actions required by paragraphs (f) and (g)
of this AD, as of the effective date of this AD: All flight cycles,
including the number of flight cycles in which cabin differential
pressure is at 2.0 psi or less, must be counted when determining the
number of flight cycles that have occurred on the airplane, and a
1.2 adjustment factor may not be used. However, for airplanes on
which the repetitive intervals for the actions required by paragraph
(f) of this AD have been calculated in accordance with paragraphs
(h) and/or (i) of this AD by excluding the number of flight cycles
in which cabin differential pressure is at 2.0 pounds psi or less,
and/or by using a 1.2 adjustment factor: Continue to adjust the
repetitive intervals in accordance with paragraphs (h) and/or (i) of
this AD until the next inspection required by paragraph (f) of this
AD is accomplished. Thereafter, no adjustment to compliance times
based on paragraphs (h) and/or (i) of this AD is allowed.
Special One-Time Inspection for Cracking of Certain Airplanes
(s) For airplanes with line numbers 630 through 814 inclusive
that meet the conditions specified in paragraphs (s)(1) and (s)(2)
of this AD: Within 300 flight cycles after the effective date of
this AD, or within 500 flight cycles after the most recent sliding
probe inspection done in accordance with Boeing Alert Service
Bulletin 747-53A2312, Revision 1, dated March 29, 1990; or Revision
2, dated October 8, 1992; whichever occurs later, do a special one-
time HFEC inspection or a special one-time detailed inspection for
cracking, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated
February 8, 2007. If any cracking is found in a lap joint, before
further flight, repair and modify that lap joint in accordance with
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated
February 8, 2007; except as provided by paragraph (u) of this AD.
Accomplishment of this repair and modification terminates the
repetitive inspections required by paragraph (m) of this AD for that
lap joint. This special one-time inspection is not required for lap
joints that have been modified in accordance with paragraph (g),
(n), (o), or (q) of this AD.
(1) Airplanes that have not been modified in accordance with
paragraph (g) or (o) of this AD.
(2) Airplanes on which the sliding probe HFEC inspection method
specified in Boeing Alert Service Bulletin 747-53A2312, Revision 1,
dated March 29, 1990; or Revision 2, dated October 8, 1992; was used
during the last skin inspection required by paragraph (f), (l), or
(m) of this AD.
Actions After the Special One-time Inspection if No Cracking Is Found
(t) For airplanes specified in paragraph (s) of this AD on which
no cracking is found during the special one-time inspection, do the
applicable repetitive inspections specified in paragraph (t)(1) or
(t)(2) of this AD.
(1) If the special one-time inspection was done using the HFEC
inspection method in accordance with paragraph (s) of this AD,
perform the next inspection required by paragraph (m) of this AD
within the next 4,000 flight cycles after doing the inspection
required by paragraph (s) of this AD, and repeat the inspection
thereafter in accordance with paragraph (m) of this AD.
(2) If the special one-time inspection was done using the
detailed inspection method in accordance with paragraph (s) of this
AD, perform the next inspection required by paragraph (m) of this AD
within the next 500 flight cycles after doing the inspection
required by paragraph (s) of this AD, and repeat the inspection
thereafter in accordance with paragraph (m) of this AD.
Contacting the Manufacturer
(u) Where Boeing Alert Service Bulletin 747-53A2312, Revision 3,
dated February 8, 2007, specifies to contact Boeing for appropriate
action for a repair or inspection, before further flight, do the
applicable action in paragraph (u)(1) or (u)(2) of this AD.
(1) Do the repair using a method approved in accordance with the
procedures specified in paragraph (v) of this AD.
(2) Do the inspection using a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA. For a repair
method to be approved by the Manager, Seattle ACO, as required by
this paragraph, the Manager's approval letter must specifically
refer to this AD.
[[Page 47039]]
Alternative Methods of Compliance (AMOCs)
(v)(1) The Manager, Seattle 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 shall be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Commercial Airplanes
Delegation Option Authorization Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the repair must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD.
(4) AMOCs approved previously in accordance with AD 94-15-06 for
airplane line numbers 630 through 814 inclusive are approved as
AMOCs for the corresponding provisions of this AD if the AMOC does
not involve using the existing sliding probe HFEC skin inspection
method specified in Boeing Service Bulletin 747-53A2312, Revision 2,
dated October 8, 1992, or an earlier version. In addition, the
provisions of paragraph (r) of this AD must be applied to AMOCs
approved previously in accordance with AD 94-15-06, where
applicable.
(5) AMOCs approved previously in accordance with AD 94-15-06 for
airplane line numbers 201 through 629 inclusive are approved as
AMOCs for the corresponding provisions of this AD. In addition, the
provisions of paragraph (r) of this AD must be applied to AMOCs
approved previously in accordance with AD 94-15-06, where
applicable.
Material Incorporated by Reference
(w) You must use Boeing Alert Service Bulletin 747-53A2312,
dated June 12, 1989; Boeing Service Bulletin 747-53A2312, Revision
1, including ``Addendum,'' dated March 29, 1990; Boeing Service
Bulletin 747-53A2312, including the ``Addendum,'' Revision 2, dated
October 8, 1992; or Boeing Service Bulletin 747-53A2312, Revision 3,
dated February 8, 2007; as applicable; to perform the actions that
are required by this AD, unless the AD specifies otherwise. (The
document number and date of Boeing Alert Service Bulletin 747-
53A2312, dated June 12, 1989, are identified only on the first page
of the document; no other page of the document contains this
information.)
(1) The Director of the Federal Register approved the
incorporation by reference of Boeing Alert Service Bulletin 747-
53A2312, dated June 12, 1989; Boeing Service Bulletin 747-53A2312,
Revision 1, including ``Addendum,'' dated March 29, 1990; and Boeing
Service Bulletin 747-53A2312, Revision 3, dated February 8, 2007; in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
(2) On August 24, 1994 (59 FR 37659, July 25, 1994), the
Director of the Federal Register approved the incorporation by
reference of Boeing Service Bulletin 747-53A2312, including the
``Addendum,'' Revision 2, dated October 8, 1992.
(3) 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 23, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-17776 Filed 8-12-08; 8:45 am]
BILLING CODE 4910-13-P
