[Federal Register: November 5, 2004 (Volume 69, Number 214)]
[Proposed Rules]
[Page 64525-64530]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr05no04-20]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-19535; Directorate Identifier 2004-NM-78-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-300, 747SP, and 747SR Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-300, 747SP, and 747SR series airplanes. That AD
currently requires one-time inspections for cracking in certain upper
deck floor beams and follow-on actions. This proposed AD would expand
the existing inspection area, and would require inspecting fastener
holes in certain areas of airplanes modified previously, and
[[Page 64526]]
taking corrective actions if necessary. This action also would define
new sources for instructions for repairs and post-modification/repair
inspections. This proposed AD is prompted by reports of fatigue
cracking of the upper chord of certain upper deck floor beams. We are
proposing this AD to find and fix cracking in certain upper deck floor
beams, which could extend and sever floor beams adjacent to the body
frame and result in rapid depressurization and loss of controllability
of the airplane.
DATES: We must receive comments on this proposed AD by December 20,
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.
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.
You can get the service information identified in this proposed AD
from Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington
98124-2207.
You may 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. This docket
number is FAA-2004-19535; the directorate identifier for this docket is
2004-NM-78-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) 917-6432.
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-2004-19535;
Directorate Identifier 2004-NM-78-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments received by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to 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 our
docket Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review the DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may 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 may 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
On August 30, 2002, we issued AD 2002-18-04, amendment 39-12878 (67
FR 57510, September 11, 2002), for certain Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-300, 747SP, and 747SR series
airplanes. That AD requires one-time inspections for cracking in
certain upper deck floor beams and follow-on actions. That AD was
prompted by reports of fatigue cracking on the left and right ends of
the upper chord of the station (STA) 340 upper deck floor beam on
several Boeing Model 747 series airplanes. We issued that AD to find
and fix cracking in certain upper deck floor beams. Such cracking could
extend and sever floor beams adjacent to the body frame and result in
rapid depressurization and loss of controllability of the airplane.
Relevant Service Information
We've reviewed Boeing Service Bulletin 747-53A2459, Revision 1,
dated March 11, 2004. Revision 1 of the service bulletin describes
certain inspection procedures that are similar to those described in
Boeing Alert Service Bulletin 747-53A2459, dated January 11, 2001,
which AD 2002-18-04 refers to as the applicable source of service
information for certain actions required by that AD. Revision 1 of the
service bulletin, however, expands the inspection area to include
fastener holes inboard of the body frame.
Part 5 of Revision 1 of the service bulletin describes procedures
for post-modification/repair inspections. These inspections use the
open-hole high-frequency eddy current (HFEC) inspection method. These
inspections are intended to find cracking of the STA 340 and STA 360
upper deck floor beams at fastener holes common to the upper chord,
reinforcement straps, and body frame. The service bulletin also
describes procedures for surface HFEC inspections for cracking along
the lower edge of the upper chord and reinforcement straps of the floor
beams, which you can use as an alternative to the post-modification/
repair open-hole HFEC inspections. (AD 2002-18-04 specifies that you
must do post-modification/repair inspections in accordance with a
method that we approve, or in accordance with data meeting the type
certification basis of the airplane approved by an authorized Boeing
Company Designated Engineering Representative (DER).) The service
bulletin specifies repeating the inspection at intervals of 1,000
flight cycles (if you used the surface HFEC method for the most recent
inspection), or 3,000 or 6,000 flight cycles,
[[Page 64527]]
depending on fastener location (if you used the open-hole HFEC method
for the most recent inspection).
Part 5 of the service bulletin also describes procedures for
corrective actions if you find cracking during the post-modification/
repair inspections. These corrective actions include repairing cracking
of the floor beam and body frame, or replacing, with new parts:
The outboard end of the upper chord (if you find cracking
of the upper chord).
The outboard end of the web (if you find cracking of the
floor beam web).
The reinforcement strap (if you find cracking of the
reinforcement strap).
Part 6 of Revision 1 of the service bulletin describes procedures
for doing a one-time open-hole HFEC inspection of the fastener holes
common to the reinforcement straps on airplanes that were modified in
accordance with the original issue of the service bulletin, and taking
corrective actions if necessary. The corrective actions in Part 6 are
the same as those in Part 5, which we describe in the preceding
paragraph.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We've evaluated all pertinent information and identified an unsafe
condition that is likely to exist or develop on other products of this
same type design. Therefore, we're proposing this AD, which would
supersede AD 2002-18-04. This proposed AD would continue to require
one-time inspections for cracking in certain upper deck floor beams,
and other specified actions. This proposed AD would expand the existing
inspection area to include fastener holes inboard of the body frame,
and would require performing a one-time inspection for cracking of
fastener holes in certain areas of airplanes modified previously, and
taking corrective actions if necessary. This action also would define
new sources for instructions for repairs and post-modification/repair
inspections. This proposed AD would require you to use the service
information described previously to do these actions, except as
discussed under ``Differences Between the Proposed AD and Service
Bulletin.''
Differences Between the Proposed AD and Service Bulletin
The service bulletin specifies doing the initial post-modification/
repair inspections in accordance with Figures 12 and 13 of the service
bulletin within 6,000 flight cycles after doing the modification or
permanent repair. We've added a grace period of 1,000 flight cycles
after the effective date of this AD for this inspection, to ensure that
operators of airplanes that have accumulated close to or more than
6,000 flight cycles since the modification or permanent repair was done
have sufficient time to perform these proposed inspections.
The service bulletin specifies that you may contact the
manufacturer for instructions on how to repair certain conditions, but
this proposed AD would require you to repair those conditions in one of
the following ways:
Using a method that we approve; or
Using data that meet the type certification basis of the
airplane, and that have been approved by a Boeing Company DER whom
we've authorized to make such findings.
Although the Accomplishment Instructions of Boeing Service Bulletin
747-53A2459, Revision 1, describe procedures for reporting certain body
frame cracks found on certain airplanes, this proposed AD would not
require those actions. We don't need this information from operators.
For airplanes inspected previously in accordance with Boeing Alert
Service Bulletin 747-53A2459 (but not previously modified or repaired),
Boeing Service Bulletin 747-53A2459, Revision 1, does not specify a
compliance time for inspecting the fastener holes inboard of the body
frame that were added in Revision 1. Paragraph (j) of this proposed AD
specifies these compliance times for that inspection:
Compliance Times for Paragraph (j)
------------------------------------------------------------------------
Total number of accumulated flight
cycles as of the effective date of Compliance time
this AD
------------------------------------------------------------------------
22,000 or fewer...................... Within 5,000 flight cycles after
the initial open-hole HFEC
inspection for cracking in
accordance with paragraph (f) of
this AD, or within 1,000 flight
cycles after the effective date
of this AD, whichever is later.
22,001 or more....................... Prior to the accumulation of
25,000 total flight cycles, or
within 1,000 flight cycles after
the effective date of this AD,
whichever is later.
------------------------------------------------------------------------
In developing an appropriate compliance time for this inspection,
we considered the manufacturer's recommended compliance times for the
other inspections in this proposed AD, and the degree of urgency
associated with the subject unsafe condition. In light of these
factors, we find that the specified compliance times represent an
appropriate interval of time for affected airplanes to continue to
operate without compromising safety.
Changes to Existing AD
This proposed AD would retain all requirements of AD 2002-18-04.
Since AD 2002-18-04 was issued, the AD format has been revised, and
certain paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement
Requirement in AD 2002-18-04 in this proposed AD
------------------------------------------------------------------------
paragraph (a)............................. paragraph (f).
paragraph (b)............................. paragraph (g).
paragraph (c)............................. paragraph (h).
paragraph (d)............................. paragraph (i).
------------------------------------------------------------------------
Also, AD 2002-18-04 estimated that the number of work hours
necessary for the post-modification/repair inspection was 8 work hours
per inspection cycle. We reached that estimate based on the best-
available data at the time. As explained previously, Revision 1 of the
service bulletin includes procedures for these inspections and
estimates that they will take about 24 work hours. We've revised the
``Costs of Compliance'' section of this proposed AD accordingly.
Costs of Compliance
This proposed AD would affect about 433 airplanes worldwide. The
following table provides the estimated costs for U.S. operators to
comply with this proposed AD.
[[Page 64528]]
Estimated Costs
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Average
Action Work hours labor rate Cost per airplane No. of U.S.-registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Initial inspections (required 8.......................... $65 $520....................... 125................... $65,000
by AD 2002-18-04).
Modification/permanent repair 24......................... 65 1,560...................... 125................... 195,000
(required by AD 2002-18-04).
Post-mod/repair inspections 24, per inspection cycle... 65 1,560, per inspection cycle 125................... 195,000, per inspection
(required by AD 2002-18-04). cycle.
One-time inspection of 24......................... 65 1,560...................... N/A................... 1,560, per airplane.
fastener holes inboard of the
body frame (new requirement).
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 removing amendment 39-12878 (67 FR
57510, September 11, 2002) and adding the following new airworthiness
directive (AD):
Boeing: Docket No. FAA-2004-19535; Directorate Identifier 2004-NM-
78-AD.
Comments Due Date
(a) The Federal Aviation Administration must receive comments on
this airworthiness directive (AD) action by December 20, 2004.
Affected ADs
(b) This AD supersedes AD 2002-18-04, amendment 39-12878.
Applicability
(c) This AD applies to Model 747-100, 747-100B, 747-100B SUD,
747-200B, 747-300, 747SP, and 747SR series airplanes; line numbers 1
through 810 inclusive; certificated in any category; and not
equipped with a nose cargo door.
Unsafe Condition
(d) This AD was prompted by reports of fatigue cracking of the
upper chord of certain upper deck floor beams. We are issuing this
AD to find and fix cracking in certain upper deck floor beams, which
could extend and sever floor beams adjacent to the body frame and
result in rapid depressurization and loss of controllability 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.
Requirements of AD 2002-18-04
Inspections
(f) At the compliance time specified in paragraph (f)(1) or
(f)(2) of this AD, as applicable, perform one-time detailed and
open-hole high-frequency eddy current (HFEC) inspections for
cracking in the upper deck floor beams at station (STA) 340 and STA
360, in accordance with Boeing Alert Service Bulletin 747-53A2459,
dated January 11, 2001; or Boeing Service Bulletin 747-53A2459,
Revision 1, dated March 11, 2004. As of the effective date of this
AD, only Revision 1 may be used. For the purposes of this AD, flight
cycles with a cabin differential pressure of 2.0 psi or less are not
calculated into the compliance thresholds specified in this AD.
However, all cabin pressure records must be maintained for each
airplane, and no fleet averaging of cabin pressure is allowed.
Note 1: For the purposes of this AD, a detailed inspection is:
``An intensive visual examination of a specific structural area,
system, installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at intensity deemed appropriate by
the inspector. Inspection aids such as mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
(1) For airplanes with 22,000 or fewer total flight cycles as of
October 16, 2002 (the effective date of AD 2002-18-04, amendment 39-
12878): Do the inspections prior to the accumulation of 16,000 total
flight cycles, or within 1,500 flight cycles after October 16, 2002,
whichever is later.
(2) For airplanes with more than 22,000 total flight cycles as
of the effective date of this AD: Do the inspections within 500
flight cycles after October 16, 2002.
Modification
(g) If no crack is found during the inspections in accordance
with paragraph (f) of this AD: Within 5,000 flight cycles after the
initial inspections, modify the upper deck floor beams at STA 340
and STA 360, in accordance with Boeing Alert Service Bulletin 747-
53A2459, dated January 11, 2001; or Boeing Service Bulletin 747-
53A2459, Revision 1, dated March 11, 2004. As of the effective date
of this AD, only Revision 1 may be used. If this modification is not
done before further flight after the inspections required by
paragraph (f) of this AD, those inspections must be repeated one
time, immediately before accomplishing the modification in this
paragraph. If any crack is found during these repeat inspections,
before further flight, accomplish paragraph (h)(2) of this AD.
Repair
(h) If any crack is found during the inspections in accordance
with paragraph (f) of this AD: Before further flight, repair in
accordance with either paragraph (h)(1) or (h)(2) of this AD.
(1) Accomplish repairs in accordance with paragraphs (h)(1)(i)
and (h)(1)(ii) of this AD.
(i) Accomplish a time-limited repair (including removing certain
fasteners and the existing strap, performing open-hole HFEC
inspections of the chord and web, stop-drilling web cracks,
replacing the outboard section of the web, if applicable, and
installing new straps) in accordance with Boeing Alert Service
Bulletin 747-53A2459, dated January 11, 2001; or Boeing Service
[[Page 64529]]
Bulletin 747-53A2459, Revision 1, dated March 11, 2004; except where
the service bulletin specifies to contact Boeing for appropriate
action, repair in accordance with a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA; or in accordance
with data meeting the type certification basis of the airplane
approved by a Boeing Company Designated Engineering Representative
(DER) who has been authorized by the Manager, Seattle ACO, to make
such findings. For a repair method to be approved as required by
this paragraph, the approval must specifically reference this AD. As
of the effective date of this AD, only Revision 1 may be used.
(ii) Within 18 months or 1,500 flight cycles after installation
of the time-limited repair in accordance with paragraph (h)(1)(i) of
this AD, whichever is first, do paragraph (h)(2) of this AD.
(2) Accomplish a permanent repair in accordance with Boeing
Alert Service Bulletin 747-53A2459, dated January 11, 2001; or
Boeing Service Bulletin 747-53A2459, Revision 1, dated March 11,
2004; except where the service bulletin specifies to contact Boeing
for appropriate action, repair in accordance with a method approved
by the Manager, Seattle ACO; or in accordance with data meeting the
type certification basis of the airplane approved by a Boeing
Company DER who has been authorized by the Manager, Seattle ACO, to
make such findings. For a repair method to be approved as required
by this paragraph, the approval must specifically reference this AD.
As of the effective date of this AD, only Revision 1 may be used.
Repetitive Inspections: Post-Modification/Repair
(i) Within 15,000 flight cycles after modification of the upper
deck floor beams in accordance with paragraph (g) of this AD or
after permanent repair of the upper deck floor beams in accordance
with paragraph (h) of this AD, as applicable: Perform either open-
hole HFEC inspections for cracking of fastener holes common to the
upper chord, reinforcement straps, and the body frame; or surface
HFEC inspections for cracking along the lower edge of the upper
chord of the floor beam at the intersection with the body frame; and
repeat these inspections at the interval specified in paragraph
(i)(1) or (i)(2) of this AD, as applicable, until the initial
inspection required by paragraph (l) of this AD is complete. Perform
these inspections and repair any cracking found during these
inspections in accordance with a method approved by the Manager,
Seattle ACO, or in accordance with data meeting the type
certification basis of the airplane approved by a Boeing Company DER
who has been authorized by the Manager, Seattle ACO, to make such
findings. For an inspection or repair method to be approved as
required by this paragraph, the approval must specifically reference
this AD.
(1) If the most recent inspection used the surface HFEC method:
Repeat the inspection within 1,000 flight cycles.
(2) If the most recent inspection used the open-hole HFEC
method: Repeat the inspection every 3,000 flight cycles.
Note 2: There is no terminating action at this time for the
repetitive post-modification/repair inspections in accordance with
paragraph (i) of this AD, and instructions for these inspections are
not provided in the original issue of Boeing Alert Service Bulletin
747-53A2459, dated January 11, 2001.
New Requirements of This AD
One-Time Inspection for Airplanes Inspected Previously
(j) For airplanes on which the inspection in paragraph (f) of
this AD has been done prior to the effective date of this AD in
accordance with Boeing Alert Service Bulletin 747-53A2459, dated
January 11, 2001, but the modification specified in paragraph (g) or
the permanent repair specified in paragraph (h) of this AD has not
been done: At the applicable time specified in Table 1 of this AD,
do one-time detailed and open-hole HFEC inspections for cracking of
the fastener holes inboard of the body frame that were not
previously inspected on the STA 340 and STA 360 upper deck floor
beams. Do this inspection in accordance with Part 1 of the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2459,
Revision 1, dated March 11, 2004.
Table 1.--Compliance Times for Paragraph (j)
------------------------------------------------------------------------
Total number of accumulated flight
cycles as of the effective date of Compliance time
this AD
------------------------------------------------------------------------
22,000 or fewer...................... Within 5,000 flight cycles after
the initial open-hole HFEC
inspection for cracking in
accordance with paragraph (f) of
this AD, or within 1,000 flight
cycles after the effective date
of this AD, whichever is later.
22,001 or more....................... Prior to the accumulation of
25,000 total flight cycles, or
within 1,000 flight cycles after
the effective date of this AD,
whichever is later.
------------------------------------------------------------------------
One-Time Inspection for Airplanes Modified/Repaired Previously
(k) For airplanes on which the modification specified in
paragraph (g) or the permanent repair specified in paragraph (h) of
this AD has been done prior to the effective date of this AD in
accordance with Boeing Alert Service Bulletin 747-53A2459, dated
January 11, 2001: At the applicable time specified in Table 2 of
this AD, do a one-time open-hole HFEC inspection for cracking of
fastener holes common to the modification straps, in accordance with
Part 6 of the Accomplishment Instructions of Boeing Service Bulletin
747-53A2459, Revision 1, dated March 11, 2004.
Table 2.--Compliance Times for Paragraph (k)
------------------------------------------------------------------------
Total number of accumulated flight
cycles when the modification or Compliance time
permanent repair was done
------------------------------------------------------------------------
22,000 or fewer...................... Within 3,000 flight cycles after
doing the modification or
permanent repair, or 1,000
flight cycles after the
effective date of this AD,
whichever is later.
22,001 or more....................... Within 1,500 flight cycles after
doing the modification or
permanent repair, or 1,000
flight cycles after the
effective date of this AD,
whichever is later.
------------------------------------------------------------------------
Repetitive Inspections: Post-Modification/Repair
(l) Do open-hole HFEC inspections for cracking of the STA 340
and STA 360 upper deck floor beams at fastener holes common to the
upper chord, reinforcement straps, and body frame; or do surface
HFEC inspections for cracking along the lower edge of the upper
chord and reinforcement straps of the floor beams. Do the applicable
inspection in accordance with Part 5 of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2459, Revision 1,
dated March 11, 2004. Do the initial inspections at the applicable
times specified in Table 3 of this AD, and repeat the inspection at
the applicable interval specified
[[Page 64530]]
in Figure 9 of the service bulletin. Completing the initial
inspection required by this paragraph terminates the repetitive
inspections required by paragraph (i) of this AD. For airplanes on
which paragraph (i) of this AD has not been done, doing the initial
inspection required by this paragraph at the specified compliance
time eliminates the need to comply with paragraph (i) of this AD.
Table 3.--Compliance Times for Initial Inspection Required by Paragraph
(l)
------------------------------------------------------------------------
For the inspections
identified in the following For these airplanes--
figures referenced in figure Do the inspection--
9 of the service bulletin--
------------------------------------------------------------------------
Figure 10 or 11............. Airplanes not Within 15,000 flight
inspected cycles after doing
previously in the modification or
accordance with permanent repair.
paragraph (i) of
this AD.
Figure 10 or 11............. Airplanes inspected Within 1,000 flight
previously in cycles after the
accordance with most recent
paragraph (i) of inspection.
this AD using the
surface HFEC method
for the most recent
inspection.
Figure 10 or 11............. Airplanes inspected Within 3,000 flight
previously in cycles after the
accordance with most recent
paragraph (i) of inspection.
this AD using the
open-holeHFEC
method for the most
recent inspection.
Figure 12 or 13............. All airplanes....... Within 6,000 flight
cycles after doing
the modification or
permanent repair,
or within 1,000
flight cycles after
the effective date
of this AD,
whichever is later.
------------------------------------------------------------------------
Repair
(m) If any crack is found during any inspection required by
paragraph (j), (k), or (l) of this AD: Before further flight, repair
in accordance with the Accomplishment Instructions of Boeing Service
Bulletin 747-53A2459, Revision 1, dated March 11, 2004; except where
the service bulletin specifies to contact Boeing for appropriate
action, repair in accordance with a method approved by the Manager,
Seattle ACO; or in accordance with data meeting the type
certification basis of the airplane approved by a Boeing Company DER
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.
Reporting Not Required
(n) Although Boeing Service Bulletin 747-53A2459, Revision 1,
dated March 11, 2004, specifies to report certain body frame cracks
on certain airplanes, this AD does not include that requirement.
Alternative Methods of Compliance (AMOCs)
(o)(1) The Manager, Seattle ACO, has the authority to approve
AMOCs for this AD, if requested using 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 such findings.
(3) AMOCs approved previously in accordance with AD 2002-18-04,
amendment 39-12878, are approved as alternative methods of
compliance with paragraphs (f), (g), (h), and (i) of this AD.
Issued in Renton, Washington, on October 26, 2004.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-24723 Filed 11-4-04; 8:45 am]
BILLING CODE 4910-13-P