[Federal Register: September 29, 2004 (Volume 69, Number 188)]
[Proposed Rules]
[Page 58101-58103]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr29se04-22]
[[Page 58101]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19200; Directorate Identifier 2003-NM-195-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, -100B, -100B SUD,
-200B, -200C, -200F, and -300 Series Airplanes; and Model 747SP and
747SR Series Airplanes; Equipped with Pratt & Whitney JT9D-3, and -7
(except -70) Series Engines or General Electric CF6-50 Series Engines
with Modified JT9D-7 Inboard Struts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain Boeing airplanes listed above. This proposed AD would
require repetitive detailed inspections of the midspar web of the
inboard and/or outboard struts for cracking, disbonding, or buckling;
repetitive detailed inspections of the midspar stiffeners for any crack
or fracture; related investigative actions; and corrective actions, if
necessary. This proposed AD is prompted by reports of cracking in the
midspar web. We are proposing this AD to detect and correct cracking in
the midspar assembly, which could result in the loss of the midspar
assembly load path, and could, combined with the loss of the Nacelle
Station 180 bulkhead load path, lead to the separation of the engine
from the airplane.
DATES: We must receive comments on this proposed AD by November 15,
2004.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web Site: Go to http: //dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide Rulemaking Web Site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401,
Washington, DC 20590.
By Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
You can examine the contents of this AD docket on the Internet at
http://dms.dot.gov, or at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401, on
the plaza level of the Nassif Building, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Candice Gerretsen, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6428; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Docket Management System (DMS)
The FAA has implemented new procedures for maintaining AD dockets
electronically. As of May 17, 2004, new AD actions are posted on DMS
and assigned a docket number. We track each action and assign a
corresponding directorate identifier. The DMS AD docket number is in
the form ``Docket No. FAA-2004-99999.'' The Transport Airplane
Directorate identifier is in the form ``Directorate Identifier 2004-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier
(``Old Docket Number'') as a cross-reference for searching purposes.
Comments Invited
We invite you to submit any written relevant data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2004-19200;
Directorate Identifier 2003-NM-195-AD'' in the subject line of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments submitted by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You can review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
can visit http://dms.dot.gov.
We are reviewing the writing style we currently use in regulatory
documents. We are interested in your comments on whether the style of
this document is clear, and your suggestions to improve the clarity of
our communications that affect you. You can get more information about
plain language at http://www.faa.gov/language and http://www.plainlanguage.gov.Examining
the Docket
You can examine the AD docket in person at the Docket Management
Facility office between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Management Facility office
(telephone (800) 647-5227) is located on the plaza level of the Nassif
Building at the DOT street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after the DMS
receives them.
Discussion
We have received reports of cracking in the midspar web, and one
report of a fractured stiffener on certain Boeing Model 747 series
airplanes with Pratt & Whitney Model JT9D-7 series engines. The
cracking/fracture was caused by fatigue and sonic-induced vibration.
This condition, if not detected and corrected, could result in the loss
of the midspar assembly load path, and could, combined with the loss of
the Nacelle Station 180 bulkhead load path, lead to the separation of
the engine from the airplane.
Similar Design
The subject area on Boeing Model 747 series airplanes with Pratt &
Whitney Model JT9D-3 series engines or General Electric Model CF6-50
series engines with modified JT9D-7 inboard struts is identical to that
on the affected Model 747 series airplanes with JT9D-7 series engines.
Therefore, those Model 747 series airplanes with JT9D-3 series engines
or CF6-50 series engines with modified JT9D-7 inboard struts may be
subject to the same unsafe condition revealed on the Model 747 series
airplanes with JT9D-7 series engines.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 747-54A2219, dated
September 4, 2003, which describes the following procedures:
[[Page 58102]]
For Group 1 and 2 airplanes: Performing repetitive
detailed inspections of the midspar web of the inboard struts for
cracking, disbonding, or buckling.
For Group 1 airplanes: Performing repetitive detailed
inspections of the midspar web of the outboard struts for cracking,
disbonding, or buckling.
For Group 1 and 2 airplanes: Performing repetitive
detailed inspections of the midspar stiffeners of the inboard struts
for any crack or fracture.
For Group 1 airplanes: Performing repetitive detailed
inspections of the midspar stiffeners of the outboard struts for any
crack or fracture.
For Group 1 and 2 airplanes: Performing related
investigative actions. The related investigative actions include
performing a high frequency eddy current (HFEC) or penetrant inspection
for cracking of any buckle found on the midspar web and performing an
ultrasonic inspection for disbonding of any buckle found on the midspar
web.
For Group 1 and 2 airplanes: Performing corrective
actions, if necessary. The corrective actions include repairing the
midspar web or replacing the midspar stiffener with a new midspar
stiffener (includes an HFEC inspection of the stiffener hole for any
crack), and contacting Boeing if any crack is found in the stiffener
hole or if any buckle is found that does not have any cracking and the
web is not disbonded.
We have determined that accomplishing the actions specified in the
service bulletin will adequately address the unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. Therefore, we are proposing this AD, which
would require repetitive detailed inspections of the midspar web of the
inboard and/or outboard struts for cracking, disbonding, or buckling;
repetitive detailed inspections of the midspar stiffeners for any crack
or fracture; related investigative actions; and corrective actions, if
necessary. The proposed AD would require you to use the service
information described previously to perform these actions, except as
discussed under ``Differences Between the Proposed AD and the Service
Bulletin.''
Differences Between the Proposed AD and the Service Bulletin
Operators should note that, although the service bulletin specifies
that the manufacturer may be contacted for disposition of certain
repair conditions, this proposal would require the repair of those
conditions to be accomplished per a method approved by the FAA, or per
data meeting the type certification basis of the airplane approved by a
Boeing Company Designated Engineering Representative who has been
authorized by the FAA to make such findings.
Costs of Compliance
This proposed AD would affect about 78 airplanes of U.S. registry
and 228 airplanes worldwide. The proposed actions would take about 6 to
13 work hours per airplane, at an average labor rate of $65 per work
hour. Based on these figures, the estimated cost of the proposed AD for
U.S. operators is between $30,420 and $65,910, or between $390 and $845
per airplane, per inspection cycle.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD. See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA-2004-19200; Directorate Identifier 2003-NM-
195-AD.
Comments Due Date
(a) The Federal Aviation Administration (FAA) must receive
comments on this AD action by November 15, 2004.
Affected ADs
(b) None.
Applicability: (c) This AD applies to Boeing Model 747-100, -
100B, -100B SUD, -200B, -200C, -200F, and -300 series airplanes; and
Model 747SP and 747SR series airplanes; certificated in any
category; equipped with Pratt & Whitney JT9D-3, and -7 (except-70)
series engines or General Electric CF6-50 series engines with
modified JT9D-7 inboard struts; as listed in Boeing Alert Service
Bulletin 747-54A2219, dated September 4, 2003.
Unsafe Condition
(d) This AD was prompted by reports of cracking in the midspar
web. We are issuing this AD to detect and correct cracking in the
midspar assembly, which could result in the loss of the midspar
assembly load path, and could, combined with the loss of the Nacelle
Station 180 bulkhead load path, lead to the separation of the engine
from 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.
Compliance Times
(f) Within 18 months after the effective date of this AD, do the
actions in paragraphs (g) and (h) of this AD, as applicable. Repeat
the actions thereafter at intervals not to exceed 1,200 flight
cycles.
Inboard Strut Midspar Inspection
(g) For Group 1 and 2 airplanes specified in paragraph 1.A.1. of
Boeing Alert Service Bulletin 747-54A2219, dated September 4, 2003:
Perform a detailed inspection of the midspar web of the inboard
struts for cracking, disbonding, or buckling; a detailed inspection
of the midspar stiffeners for any crack or fracture; related
investigative actions; and any applicable corrective actions; in
accordance with ``Part 1'' of the Work Instructions of Boeing Alert
Service Bulletin 747-54A2219, dated September 4, 2003; except as
required by paragraph (i) of this AD. Perform any related
investigative actions and any applicable corrective actions before
further flight.
Outboard Strut Midspar Inspection
(h) For Group 1 airplanes specified in paragraph 1.A.1. of
Boeing Alert Service
[[Page 58103]]
Bulletin 747-54A2219, dated September 4, 2003: Perform a detailed
inspection of the midspar web of the outboard struts for cracking,
disbonding, or buckling; a detailed inspection of the midspar
stiffeners for any crack or fracture; related investigative actions;
and any applicable corrective actions; in accordance with ``Part 2''
of the Work Instructions of Boeing Alert Service Bulletin 747-
54A2219, dated September 4, 2003; except as required by paragraph
(i) of this AD. Perform any related investigative actions and any
applicable corrective actions before further flight.
Contact the FAA/Designated Engineering Representative
(i) Where Boeing Alert Service Bulletin 747-54A2219, dated
September 4, 2003, specifies to contact Boeing for appropriate
action: Before further flight, repair per a method approved by the
Manager, Seattle Aircraft Certification Office (ACO), FAA; or per
data meeting the type certification basis of the airplane approved
by a Boeing Company Designated Engineering Representative who has
been authorized by the Manager, Seattle ACO, to make such findings.
For a repair method to be approved, the approval must specifically
reference this AD.
Alternative Methods of Compliance (AMOCs)
(j)(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) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by a
Boeing Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, to make those findings. For
a repair method to be approved, the approval must specifically refer
to this AD.
Issued in Renton, Washington, on September 21, 2004.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-21821 Filed 9-28-04; 8:45 am]
BILLING CODE 4910-13-P