AD 2006-01-07

[Federal Register Volume 71, Number 8 (Thursday, January 12, 2006)]
[Rules and Regulations]
[Pages 1947-1949]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 06-183]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22289; Directorate Identifier 2005-NM-101-AD; 
Amendment 39-14446; AD 2006-01-07]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP Series Airplanes

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

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 
747-400F, 747SR, and 747SP series airplanes, without a stretched upper 
deck or stretched upper deck modification. This AD requires detailed 
and high-frequency eddy current inspections for cracks of each affected 
tension tie and of the surrounding structure, and related investigative 
and corrective actions if necessary. This AD results from a report of a 
crack in the tension tie at the body station 820 frame connection, and 
cracks found on the Boeing 747SR fatigue-test airplane in both the 
tension ties and frames at the tension tie to frame connections at body 
stations 800, 820, and 840. We are issuing this AD to find and fix 
cracks in the tension ties, which could lead to cracks in the skin and 
body frame and result in rapid in-flight depressurization of the 
airplane.

DATES: This AD becomes effective February 16, 2006.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of February 16, 
2006.

ADDRESSES: You may examine the AD docket on the Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a> or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, SW., Nassif Building, 
room PL-401, Washington, DC.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98055-4056; 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 <a href="http://dms.dot.gov">http://dms.dot.gov</a> or in person at the Docket Management 
Facility office between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The Docket Management Facility office 
(telephone (800) 647-5227) is located on the plaza level of the Nassif 
Building at the street address stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to certain Boeing Model 
747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 
747SP series airplanes, without a stretched upper deck or stretched 
upper deck modification. That NPRM was published in the Federal 
Register on September 6, 2005 (70 FR 52945). That NPRM proposed to 
require detailed and high-frequency eddy current inspections for cracks 
at the outboard ends of each affected tension tie and of the 
surrounding structure, and related investigative 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.

Request to Remove References to ``Outboard Ends''

    The commenter, the airplane manufacturer, requests that we remove 
the phrase ``at the outboard ends'' when referring to the tension ties 
and their surrounding structure. The commenter states that making this 
change would clarify that the inspection of the affected tension ties 
is from end to end. The commenter states that this change is consistent 
with Boeing Special Attention Service Bulletin 747-53-2502, dated April 
21, 2005, which specifies inspections from end to end of each 
applicable tension tie. The commenter requests that we remove the 
reference ``at the outboard ends'' from the title of the NPRM, the 
``Summary'' section, the ``Relevant Service Information'' section, and 
paragraph (f).
    We agree with the commenter. It is our intention that operators 
inspect the affected tension ties and their surrounding structure in 
accordance with the special attention service bulletin. We carried over 
the phrase ``at the outboard ends'' from the ``Action'' and 
``Description'' paragraphs of the special attention service bulletin. 
To avoid confusion, we have removed all appearances of this phrase from 
the final rule. We have changed paragraph (f) and the ``Summary'' 
section. We have not changed the ``Relevant Service Information'' 
section since that section of the preamble does not reappear in the 
final rule. We have also not changed the title of the NPRM because we 
do not give titles to NPRMs. We have retained the reference to the 
outboard ends in the ``Discussion'' section of the final rule because 
that section quotes the NPRM as it appeared originally in the Federal 
Register.

Request to Correct Paragraph Citations

    The same commenter notes that there are two typographical errors in 
paragraph (g) of the NPRM, the Alternative Methods of Compliance 
(AMOCs)'' paragraph. The commenter points out that the references to 
paragraphs (g)(1)(i) and (g)(2)(ii) should refer to paragraphs 
(g)(3)(i) and (g)(3)(ii).
    We agree with the commenter. As noted below under ``Clarification 
of AMOC Paragraph,'' we have also clarified paragraph (g) of the final 
rule to add a new paragraph (g)(2). Therefore, we have corrected the 
references in the final rule as requested, but the new references are 
to paragraphs (g)(4)(i) and (g)(4)(ii).

Clarification of 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.

Interim Action

    We consider this proposed AD interim action. The manufacturer is 
currently developing a modification that will address the unsafe 
condition identified in this AD. Once this modification is developed, 
approved, and available, we may consider additional rulemaking.

Costs of Compliance

    There are about 458 airplanes of the affected design in the 
worldwide fleet. This AD affects about 141 airplanes of

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U.S. registry. The inspections take about 8 work hours per tension tie 
location. There are between 8 and 12 tension tie locations on each 
airplane, depending on the airplane's configuration. The average labor 
rate is $65 per work hour. Based on these figures, the estimated cost 
of the AD for U.S. operators is between $586,560 and $879,840, or 
between $4,160 and $6,240 per airplane, per inspection cycle.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this 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):

2006-01-07 Boeing: Amendment 39-14446. Docket No. FAA-2005-22289; 
Directorate Identifier 2005-NM-101-AD.

Effective Date

    (a) This AD becomes effective February 16, 2006.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-200B, 
747-200C, 747-200F, 747-400F, 747SR, and 747SP series airplanes, 
certificated in any category; without a stretched upper deck or 
stretched upper deck modification; as identified in Boeing Special 
Attention Service Bulletin 747-53-2502, dated April 21, 2005.

Unsafe Condition

    (d) This AD results from a report of a crack in the tension tie 
at the body station 820 frame connection, and cracks found on the 
Boeing 747SR fatigue-test airplane in both the tension ties and 
frames at the tension tie to frame connections at body stations 800, 
820, and 840. We are issuing this AD to find and fix cracks in the 
tension ties, which could lead to cracks in the skin and body frame 
and result in rapid 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.

Repetitive Inspections and Corrective Actions

    (f) At the applicable time in paragraph (f)(1) or (f)(2) of this 
AD: Do detailed and high-frequency eddy current inspections for 
cracking of each affected tension tie and of the surrounding 
structure. If any cracking is found: Before further flight, do all 
applicable corrective and related investigative actions. Do all 
actions in accordance with the Accomplishment Instructions of Boeing 
Special Attention Service Bulletin 747-53-2502, dated April 21, 
2005. Where the special attention service bulletin specifies to 
contact Boeing for repair instructions: Before further flight, 
repair the area using a method approved in accordance with paragraph 
(g) of this AD.
    (1) For airplanes identified in the special attention service 
bulletin as Groups 1, 3, and 6 airplanes: Do the first inspections 
before the accumulation of 20,000 total flight cycles, or within 
1,000 flight cycles after the effective date of this AD, whichever 
occurs later; and repeat the inspections thereafter at intervals not 
to exceed 4,000 flight cycles.
    (2) For airplanes identified in the special attention service 
bulletin as Group 2, 4, and 5 airplanes: Do the first inspections 
before the accumulation of 17,000 total flight cycles, or within 
1,000 flight cycles after the effective date of this AD, whichever 
occurs later; and repeat the inspections thereafter at intervals not 
to exceed 3,000 flight cycles.

Alternative Methods of Compliance (AMOCs)

    (g)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.
    (2) Before using any AMOC approved in accordance with Sec.  
39.19 on any airplane to which the AMOC applies, notify the 
appropriate principal inspector in the FAA Flight Standards 
Certificate Holding District Office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.
    (4) Certain actions required by paragraph (f) of this AD are 
AMOCs for certain requirements in the ADs identified in paragraphs 
(g)(4)(i), (g)(4)(ii), and (g)(4)(iii) of this AD. All provisions of 
the referenced ADs, including applicable post-modification 
inspection thresholds, remain fully applicable and must be complied 
with.
    (i) Repairs of the aft tension tie channels done in accordance 
with this AD are AMOCs for the repair requirements of paragraph A. 
of AD 84-19-01, amendment 39-4913, and paragraphs (a)(2) and (b)(2) 
of AD 94-13-06, amendment 39-8946.
    (ii) The inspection requirements of this AD are AMOCs for the 
post-modification inspection requirements of paragraph B. of AD 84-
19-01, and paragraph (b) of AD 94-13-06.
    (iii) The inspection requirements of this AD are AMOCs for the 
inspections of structural significant item (SSI) F-19A of Boeing 
Supplemental Structural Inspection Document D6-35022, Revision G, 
dated December 2000, as required by paragraphs (c) and (d) of AD 
2004-07-22, amendment 39-13566.

Material Incorporated by Reference

    (h) You must use Boeing Special Attention Service Bulletin 747-
53-2502, dated April 21, 2005, to perform the actions that are 
required by this AD, unless the AD specifies

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otherwise. The Director of the Federal Register approved the 
incorporation by reference of this document in accordance with 5 
U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial 
Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207, for a copy 
of this service information. You may review copies at the Docket 
Management Facility, U.S. Department of Transportation, 400 Seventh 
Street, SW., room PL-401, Nassif Building, Washington, DC; on the 
Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a>; or at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at the NARA, call (202) 741-6030, or go to <a href="http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html">http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html</a>.

    Issued in Renton, Washington, on December 30, 2005.
Linda Navarro,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 06-183 Filed 1-11-06; 8:45 am]
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