[Federal Register: September 12, 2005 (Volume 70, Number 175)]
[Proposed Rules]
[Page 53743-53746]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12se05-7]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22383; Directorate Identifier 2005-NM-102-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-100B SUD, 747-200B,
747-300, 747-400, and 747-400D Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (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 Model 747-100B SUD, 747-300, 747-400, and 747-400D
series airplanes; and Model 747-200B series airplanes having a
stretched upper deck. This proposed AD would require repetitively
inspecting for cracking or discrepancies of the fasteners in the
tension ties, shear webs, and frames at body stations 1120 through
1220, and related investigative and corrective actions if necessary.
This proposed AD results from new reports of severed tension ties, as
well as numerous reports of cracked tension ties, broken fasteners, and
cracks in the frame, shear web, and shear ties adjacent to tension ties
for the upper deck. We are proposing this AD to detect and correct
cracking of the tension ties, shear webs, and frames of the upper deck,
which could result in rapid decompression of the airplane.
DATES: We must receive comments on this proposed AD by October 27,
2005.
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.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for the service information identified in this
proposed 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:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Include the docket number ``FAA-
2005-22383; Directorate Identifier 2005-NM-102-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
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 may review 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.
Examining the Docket
You may examine the AD docket on the Internet at http://dms.dot.gov
, 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 DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Discussion
We previously issued AD 2005-05-08, amendment 39-13997 (70 FR
12113, March 11, 2005). That AD applies to certain Boeing Model 747-
100B SUD, -300, -400, and -400D series airplanes. That AD requires a
one-time inspection for discrepancies of the fuselage frame to tension
tie joints at body stations (BS) 1120 through 1220, and to determine if
steel splice plates are installed on the fuselage frames, and related
investigative and corrective actions. That AD was prompted by reports
of severed tension ties found at the fuselage frame joints at BS 1120
and 1140. These severed tension ties resulted from fatigue cracking due
to an incorrect configuration (installation of aluminum splice plates
instead of steel splice plates during the manufacturing process).
Since we issued AD 2005-05-08, we have received additional reports
of severed tension ties. While these severed tension ties were also
attributed to fatigue, the tension ties in these cases were properly
configured according to the applicable Boeing Engineering Drawings. We
have also received numerous reports of fatigue cracking of tension
ties, as well as broken fasteners and cracks in the frame and shear
ties adjacent to tension ties for the upper deck between BS 1120 and
1220. Also, we have received reports of cracking in the shear web
between the BS 1120 and BS 1140 tension ties. Cracking of the tension
ties, shear webs, and frames of the upper deck; if not corrected; could
result in rapid decompression of the airplane.
Certain Boeing 747-200B series airplanes have been modified under a
certain Boeing-owned supplemental type certificate to include a
stretched upper deck (SUD). These airplanes
[[Page 53744]]
would also be subject to the same unsafe condition revealed on Boeing
Model 747-100B SUD, -300, -400, and -400D series airplanes.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 747-53A2507, dated
April 21, 2005. The service bulletin describes procedures for
repetitive ``Stage 1'' and ``Stage 2'' inspections for cracking or
discrepancies of the fasteners in the tension ties, shear webs, and
frames at body stations 1120 through 1220; and related investigative
and corrective actions if necessary.
The procedures for Stage 1 inspections involve the following
inspections to detect cracking or broken, loose, or missing fasteners:
A detailed inspection of the tension ties and steel plates
from BS 1120 through BS 1220.
A detailed inspection of the shear web components that
attach to the BS 1120 and 1140 tension ties.
A detailed inspection of each frame from two stringers
above to two stringers below the tension ties from BS 1120 through BS
1220.
If no severed tension tie is found during a Stage 1 inspection, but
a crack is found in a tension tie, steel plate, shear web component, or
frame; or a broken, loose, or missing fastener is found; the service
bulletin specifies doing a ``Structure Repair,'' which includes further
investigative actions. Procedures for the Structure Repair include
removing fasteners, performing open-hole high frequency eddy current
(HFEC) inspections for cracking, repairing any cracking, and installing
new fasteners, as applicable. For repairing certain conditions, the
service bulletin specifies to contact Boeing for instructions.
If a severed tension tie is found during a Stage 1 inspection, the
service bulletin specifies further investigative actions that involve
removing certain fasteners and steel plates, and doing additional open-
hole HFEC inspections and detailed inspections of certain fastener
holes, adjacent tension ties, the frame web, the frame inner chord, the
fail-safe chord, shear ties, and fasteners to detect cracking or
broken, loose, or missing fasteners. The service bulletin specifies to
contact Boeing for instructions for repairing the severed tension tie,
and doing the Structure Repair described previously for any other
cracks or broken, loose, or missing fasteners.
Stage 2 inspections are more intensive inspections than Stage 1
inspections and are intended for airplanes with a higher number of
total flight cycles. Accomplishing the initial Stage 2 inspection
eliminates the need for the Stage 1 inspections. The procedures for
Stage 2 inspections involve the following actions:
Removing certain fasteners and steel plates and performing
open-hole HFEC inspections for cracking of the fastener holes in the
tension ties, frames, and steel plates.
Performing surface HFEC inspections for cracking around
other fastener locations and in other areas of the tension ties.
Performing a detailed inspection of each entire tension
tie and the attaching fasteners to detect cracking or broken, loose, or
missing fasteners.
Performing a detailed inspection of the shear web
components that attach to the tension ties to detect cracking or
broken, loose, or missing fasteners.
Performing a detailed inspection of each frame from two
stringers above to two stringers below the tension ties to detect
cracking or broken, loose, or missing fasteners.
Performing an open-hole HFEC inspection for cracking of
any frame at which an insulation blanket stud goes through a hole in
the frame.
If no tension tie is found severed during a Stage 2 inspection, but
a crack is found in a tension tie, steel plate, shear web component, or
frame; or a broken, loose, or missing fastener is found; the service
bulletin specifies doing the Structure Repair, and installing steel
plates and new fasteners.
If a severed tension tie is found during a Stage 2 inspection, the
service bulletin specifies further investigative actions that involve
removing certain fasteners and steel plates, and doing additional
detailed inspections of the frame common to the severed tension tie;
including the frame web, frame inner chord, fail-safe chord, shear
ties, and fasteners; to detect cracking or broken, loose, or missing
fasteners. The service bulletin specifies to contact Boeing for
instructions for repairing the severed tension tie; and doing the
Structure Repair for any other crack or broken, loose, or missing
fasteners.
As part of the procedures for the Structure Repair, the service
bulletin describes procedures for an ``Oversize Hole Repair,'' which
may be used to repair a crack found in a fastener hole. The procedures
for the Oversize Hole Repair include oversizing the hole to remove the
crack, doing an open-hole HFEC inspection to make sure the crack has
been removed, repeating the oversizing until the crack is removed, and
installing new fasteners. The service bulletin specifies contacting
Boeing for instructions if cracking is outside specified limits.
The service bulletin also specifies reporting findings from both
Stage 1 and Stage 2 inspections to Boeing.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
Paragraph 1.E., ``Compliance,'' of the service bulletin specifies a
compliance time for the initial Stage 1 inspection of 8,000 total
flight cycles, 1,500 flight cycles after the original issue date of the
service bulletin, or 4,000 flight cycles after inspection in accordance
with Boeing Service Bulletin 747-53-2483, whichever is later. (AD 2005-
05-08, described previously, requires inspections in accordance with
Boeing Service Bulletin 747-53-2483, Revision 1, dated August 28,
2003.) The repetitive interval for Stage 1 inspections is 4,000 flight
cycles. The service bulletin specifies that Stage 1 inspections end
when Stage 2 inspections apply. The service bulletin specifies that the
initial Stage 2 inspection should be done before the accumulation of
16,000 total flight cycles, or within 1,000 flight cycles after the
original issue date of the service bulletin, whichever is later. The
service bulletin specifies a repetitive interval of 3,000 flight cycles
for the Stage 2 inspections.
Other Relevant Rulemaking
We have previously issued AD 2004-07-22, amendment 39-13566 (69 FR
18250, April 7, 2004). That AD applies to all Boeing Model 747 series
airplanes, and requires revising the FAA-approved maintenance or
inspection program to include repetitive inspections for discrepancies
of various structural significant items (SSIs); as listed in Boeing
Document No. D6-35022, ``Supplemental Structural Inspection Document
(SSID),'' Revision G, dated December 2000 (referred to after this as
``the SSID''); and repair if necessary. The repetitive inspections of
the tension ties that would be required by this proposed AD are
approved as an alternative method of compliance for the inspections of
SSI F-19A of the SSID, as required by paragraphs (c) and (d) of AD
2004-07-22. All other provisions of AD 2004-07-22 continue to apply.
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. For this reason, we are
[[Page 53745]]
proposing this AD, which would require accomplishing the actions
specified in the service information described previously, except as
discussed under ``Differences Between the Proposed AD and the Service
Bulletin.''
Differences Between the Proposed AD and Service Information
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 certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Delegation Option Authorization Organization whom we
have authorized to make those findings.
The Accomplishment Instructions of the service bulletin specifies
reporting inspection findings to Boeing. This proposed AD would not
require that action. We do not need this information from operators.
The service bulletin specifies a grace period relative to original
issue date of the service bulletin; however, this proposed AD would
require compliance before the specified compliance time after the
effective date of this AD.
These differences have been coordinated with the manufacturer.
Clarification of Compliance Time for Stage 1 Inspections
As explained previously, the referenced service bulletin specifies
a compliance time for the Stage 1 inspections of 8,000 total flight
cycles, 1,500 flight cycles after the original issue date of the
service bulletin, or 4,000 flight cycles after inspection in accordance
with Boeing Service Bulletin 747-53-2483, whichever is later. AD 2005-
05-08, described previously, requires accomplishment of Boeing Service
Bulletin 747-53-2483 for airplanes listed in that service bulletin.
However, we find that this proposed AD would apply to certain airplanes
not subject to AD 2005-05-08. Thus, we find that, for airplanes not
subject to the inspection in Boeing Service Bulletin 747-53-2483, the
applicable compliance time for the Stage 1 inspections that would be
required by this proposed AD is 8,000 total flight cycles, or 1,500
flight cycles after the effective date of this AD, whichever is later.
We have added a statement to paragraph (f)(1) of this proposed AD to
clarify this compliance time.
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 622 airplanes of the affected design in the
worldwidefleet. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Estimated Costs
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Number of
Average U.S.-
Action Work hours labor rate Cost per airplane registered Fleet cost
per hour airplanes
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Stage 1 Inspection, per 19 $65 $1,235, per inspection cycle........... 76 $93,860, per inspection cycle.*
inspection cycle *.
Stage 2 Inspection, per 83 65 $5,395, per inspection cycle........... 76 $410,020, per inspection cycle.
inspection cycle.
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* Completing the initial Stage 2 inspection ends the repetitive Stage 1 inspections.
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 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 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, 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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
[[Page 53746]]
Boeing: Docket No. FAA-2005-22383; Directorate Identifier 2005-NM-
102-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by October
27, 2005.
Affected ADs
(b) Accomplishing the requirements of paragraph (f) of this AD
terminates the corresponding inspection requirements for the upper
deck tension tie as required by paragraphs (c) and (d) of AD 2004-
07-22, amendment 39-13566, as those paragraphs apply to inspections
of SSI F-19A, as identified in Boeing Document No. D6-35022,
``Supplemental Structural Inspection Document,'' Revision G, dated
December 2000. All other requirements of AD 2004-07-22 continue to
apply.
Applicability: (c) This AD applies to Boeing Model 747-100B SUD,
747-300, 747-400, and 747-400D series airplanes; and Model 747-200
series airplanes having a stretched upper deck; certificated in any
category; as identified in Boeing Alert Service Bulletin 747-
53A2507, dated April 21, 2005.
Unsafe Condition
(d) This AD results from new reports of severed tension ties, as
well as numerous reports of cracked tension ties, broken fasteners,
and cracks in the frame, shear web, and shear ties adjacent to
tension ties for the upper deck. We are issuing this AD to detect
and correct cracking of the tension ties, shear webs, and frames of
the upper deck, which could result in rapid decompression 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) Do repetitive detailed and high frequency eddy current
inspections, as applicable, for cracking or discrepancies of the
fasteners in the tension ties, shear webs, and frames at body
stations 1120 through 1220, and related investigative and corrective
actions as applicable, by doing all actions in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2507, dated April 21, 2005, except as provided by paragraphs (g)
and (h) of this AD. Do the initial and repetitive Stage 1 and Stage
2 inspections at the applicable times specified in Paragraph 1.E.,
``Compliance,'' of the service bulletin, except as provided by
paragraphs (f)(1), (f)(2), and (f)(3) of this AD. Any applicable
investigative and corrective actions must be done before further
flight. Doing the initial Stage 2 inspection ends the repetitive
Stage 1 inspections.
(1) For any airplane not identified in and subject to
inspections in accordance with Boeing Service Bulletin 747-53-2483:
Do the initial Stage 1 inspection in accordance with Boeing Alert
Service Bulletin 747-53A2507 before the accumulation of 8,000 total
flight cycles, or within 1,500 flight cycles after the effective
date of this AD, whichever is later.
(2) Where Paragraph 1.E., ``Compliance,'' of the service
bulletin specifies a compliance time relative to the original issue
date of the service bulletin, this AD requires compliance before the
specified compliance time after the effective date of this AD.
(3) For any airplane that reaches the applicable compliance time
for the initial Stage 2 inspection (as specified in Table 1,
Compliance Recommendations, under paragraph 1.E. of the service
bulletin) before reaching the applicable compliance time for the
initial Stage 1 inspection: Doing the initial Stage 2 inspection
eliminates the need to do the Stage 1 inspection.
Exception to Corrective Action Instructions
(g) If any discrepancy; including but not limited to cracking,
or broken, loose, or missing fasteners; is found during any
inspection required by this AD, and Boeing Alert Service Bulletin
747-53A2507, dated April 21, 2005, specifies to contact Boeing for
appropriate action: Before further flight, repair the discrepancy
using a method approved in accordance with paragraph (i) of this AD.
No Reporting Requirement
(h) Although Boeing Alert Service Bulletin 747-53A2507, dated
April 21, 2005, specifies reporting inspection findings to the
manufacturer, this AD does not include that requirement.
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
(2) 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.
Issued in Renton, Washington, on August 24, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-17979 Filed 9-9-05; 8:45 am]
BILLING CODE 4910-13-P