[Federal Register: October 12, 2005 (Volume 70, Number 196)]
[Rules and Regulations]
[Page 59246-59252]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12oc05-12]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20879; Directorate Identifier 2004-NM-55-AD;
Amendment 39-14326; AD 2005-20-29]
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), 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, 747-100B SUD, 747-200B, 747-
300, 747SP, and 747SR series airplanes. This AD requires repetitive
inspections to detect cracks in various areas of the upper deck floor
beams, and repair if necessary. This AD results from fatigue testing
that revealed severed upper chords of the upper deck floor beams due to
fatigue cracking. We are issuing this AD to detect and correct cracking
in the upper chords of the upper deck floor beams. Undetected cracking
could result in large deflection or deformation of the upper deck floor
beams, resulting in damage to wire bundles and control cables for the
flight control system, and reduced controllability of the airplane.
Multiple adjacent severed floor beams could result in rapid
decompression of the airplane.
DATES: This AD becomes effective November 16, 2005.
The Director of the Federal Register approved the incorporation by
reference of Boeing Service Bulletin 747-53A2349, Revision 2, dated
April 3, 2003; and Boeing Alert Service Bulletin 747-53A2452, dated
April 3, 2003; as of November 16, 2005.
On June 27, 2002 (67 FR 36081, May 23, 2002), the Director of the
Federal Register approved the incorporation by reference of Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000.
On June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the
Federal Register approved the incorporation by reference of Boeing
Service Bulletin 747-53-2349, dated June 27, 1991.
ADDRESSES: You may examine the AD docket on the Internet at http://dms.dot.gov
or in person at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street
[[Page 59247]]
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 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 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, -100B, 100B SUD, -200B, and -300 series airplanes; and Model
747SP and 747SR series airplanes. That NPRM was published in the
Federal Register on April 11, 2005 (70 FR 18327). That NPRM proposed to
require repetitive inspections to detect cracks in various areas of the
upper deck floor beams, and repair 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 Revise Paragraph (b)
One commenter, the manufacturer, requests that paragraph (b) of the
proposed AD be revised to state, ``Supersedes AD 2002-10-10, amendment
39-12756 (67 FR 36081, May 23, 2002), paragraphs (a)(1), (d), (e), and
(f).'' The commenter states that the revision indicates the parts of AD
2002-10-10 that are being superseded by the proposed AD.
We do not agree. This final rule does not supersede AD 2002-10-10.
This final rule is a stand-alone AD to address the upper deck floor
beam inspections specified in AD 2002-10-10 and the additional upper
deck floor beam inspections specified in Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003. As explained in the ``Other Related
Rulemaking'' section of the proposed AD, we proposed to supersede AD
2002-10-10 with a separate AD that does not include the upper deck
floor beam inspections. Consequently, on April 1, 2005, we issued a
notice of proposed rulemaking (NPRM), Docket No. FAA-2005-20880, to
propose to require repetitive inspections to detect cracks in various
areas of the fuselage internal structure, and related investigative/
corrective actions if necessary. That NPRM, which would supersede AD
2002-10-10, was published in the Federal Register on April 11, 2005 (70
FR 18332). We have not revised the final rule in this regard.
Request To Revise Note 1
The same commenter requests that Note 1 of the proposed AD be
revised to reference paragraph (c) instead of paragraph (b). The
commenter states that paragraph (b) was incorrectly referenced.
We agree with the commenter and have revised Note 1 of the final
rule accordingly.
Request To Revise Paragraph (h)(2)
The same commenter requests that the description of the inspection
area in paragraph (h)(2) of the proposed AD be revised to remove the
reference to the body stations. The commenter believes that the
reference to body station (STA) 380 through STA 1100 is an error
carried over from AD 2002-10-10. The commenter notes that circle note 1
in Figure 2 of Boeing Alert Service Bulletin 747-53A2349, Revision 1,
dated October 12, 2000, specifies that Group 3 airplanes inspect upper
deck floor beams from STA 260 to STA 1100.
We agree with the commenter that the reference to STA 380 is in
error and that the beginning station should have been cited as STA 260.
However, we do not agree that a change to paragraph (h)(2) of the final
rule is necessary. Operators will be doing the next inspection in
accordance with paragraph (l) of the final rule. Paragraph (l)
references Boeing Service Bulletin 747-53A2349, Revision 2, dated April
3, 2003, which specifies an inspection of the upper deck structure from
STA 260 through STA 1100. We have not revised the final rule in this
regard.
Request To Clarify Applicability of Paragraphs (i)(1) and (i)(2)
The same commenter requests that the applicability of paragraphs
(i)(1) and (i)(2) of the proposed AD be clarified. The commenter notes
that paragraph (i) of the proposed AD refers to both Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000; and
Boeing Alert Service Bulletin 747-53A2452, dated April 3, 2003. The
commenter also points out that paragraphs (i)(1) and (i)(2) of the
proposed AD refer to groups for the paragraph applicability but do not
specify which service bulletin the groups are defined in. The commenter
notes that the correct groups are defined only in Boeing Alert Service
Bulletin 747-53A2349, Revision 1.
We agree with the commenter. Boeing Alert Service Bulletin 747-
53A2349, Revision 1, defines the groups referenced in paragraphs (i)(1)
and (i)(2) of the final rule. We have revised paragraphs (i)(1) and
(i)(2) of the final rule accordingly.
Request To Revise Paragraph (j) To Clarify Wording
The same commenter requests that the wording in paragraph (j) of
the proposed AD be clarified. The commenter states that ``Area 1''
referenced in paragraph (j) has a different meaning in Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000, than
it does in Boeing Alert Service Bulletin 747-53A2452, dated April 3,
2003. The commenter suggests replacing the phrase ``For Area 1 only''
with ``For upper deck floor beams only.''
We agree with the commenter that ``Area 1'' is defined differently
in the service bulletins. To avoid confusion, we have removed the
phrase ``For Area 1 only'' from paragraph (j) of the final rule.
Request To Revise Inspection Area Specified in Paragraph (l)
The same commenter requests that paragraph (l) of the proposed AD
be revised to clarify the inspection area. The commenter states the
inspection area of ``the horizontal flanges of the upper chord of the
upper deck floor beams'' specified in paragraph (l) be replaced with
``the cab floor and of the upper deck floor beams.'' The commenter
points out that Figure 2 of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003, specifies to do an inspection of the
upper chord, web, and lower chord of all upper deck floor beams from
STA 260 and aft, and an inspection of the cab floor web and its
nutplates and cutout locations.
We agree with the commenter because the intent of the inspection
specified in paragraph (l) of the final rule is to inspect all of area
1, as specified in Figure 2 of the service bulletin. For clarity, we
have revised paragraph (l) of the final rule to specify doing an
inspection for cracking of the cab floor and of the upper deck floor
beams.
[[Page 59248]]
Request To Revise Compliance Time in Paragraph (m)(3)(i)(B)
The same commenter requests that one of the compliance times for
the inspection specified in paragraph (m)(3)(i)(B) of the proposed AD
be removed. The commenter contends that the inspection is currently
required by AD 2002-10-10 at 2,000-flight-cycle intervals; therefore,
the compliance time of ``within 2,000 flight cycles after the most
recent inspection required by paragraph (i) of this AD,'' is
satisfactory. The commenter states that the additional compliance time
of ``or within 750 flight cycles after the effective date of this AD,
whichever is first'' is not needed.
We disagree. For the inspection specified in paragraph (m)(3)(i)(B)
of the final rule, the compliance time of ``Within 2,000 flight cycles
after the most recent inspection required by paragraph (i) of this AD,
or 750 flight cycles after the effective date of this AD, whichever is
first,'' is required in order to make a transition from doing the
inspections in accordance with Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, at the 2,000-flight-cycle
interval, to doing the inspections in accordance with Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, at the 750-flight-
cycle interval. We have not revised the final rule in this regard.
Request To Revise Compliance Time in Paragraph (m)(4)(i)(B)
The same commenter requests that one of the compliance times for
the inspection specified in paragraph (m)(4)(i)(B) of the proposed AD
be removed. The commenter contends that the inspection is currently
required by AD 2002-10-10 at 6,000-flight-cycle intervals; therefore,
the compliance time of ``within 6,000 flight cycles after the most
recent inspection required by paragraph (i) of this AD'' is
satisfactory. The commenter states that the additional compliance time
of ``or within 3,000 flight cycles after the effective date of this AD,
whichever is first'' is not needed.
We disagree. For the inspection specified in paragraph (m)(4)(i)(B)
of the final rule, the compliance time of ``Within 6,000 flight cycles
after the most recent inspection required by paragraph (i) of this AD,
or 3,000 flight cycles after the effective date of this AD, whichever
is first,'' is required in order to make a transition from doing the
inspections in accordance with Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, at the 6,000 flight-cycle
interval, to doing the inspections in accordance with Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, at the 3,000-flight-
cycle interval. We have not revised the final rule in this regard.
Request To Clarify Inspection Reference
The same commenter requests that paragraph (m)(4) of the proposed
AD be revised to clarify that the open-hole HFEC inspection must be
done in accordance with circle note 2a. of Figure 2 of Boeing Alert
Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. The
commenter notes that the inspection in paragraph (m)(4) of the proposed
AD is for airplanes on which the inspection specified in paragraph (i)
of the proposed AD has been done in accordance with the service
bulletin, using the open-hole inspection per circle note 2a. or the
surface inspection per circle note 2b. of Figure 2.
We partially agree with the commenter. We agree that the previously
accomplished open-hole HFEC inspection must be done in accordance with
circle note 2a. of Figure 2 of Boeing Alert Service Bulletin 747-
53A2349, Revision 1. However we do not agree that it is necessary to
revise paragraph (m)(4) of the final rule. The open-hole HFEC
inspection specified in Figure 2 of the service bulletin can be done
only in accordance with circle note 2a. Paragraph (m)(4) does specify
which circle note must be used for the surface HFEC inspection because
Figure 2 of the service bulletin specifies that inspection can be done
in accordance with circle note 2b. or 2c. We have not revised the final
rule in this regard.
Request To Revise Method of Counting Flight Cycles
The same commenter requests that we revise the method of counting
flight cycles for paragraphs (l), (m), and (n) of the proposed AD. The
commenter suggests that a paragraph be added to allow adjustments to
the compliance times if the cabin differential pressure is at 2.0
pounds per square inch (psi) or less. The commenter states that this
allowance is consistent with previous requirements for these
inspections and is a continuation of the allowance for the upper deck
floor beams given in paragraph (f) of AD 2002-10-10. The commenter adds
that the fatigue and crack growth behavior at the floor panel holes in
the upper chord of the upper deck floor beams, that are the subject of
the proposed AD, is caused by tension stresses in the floor beam upper
chords. The commenter further states that the tension stresses in the
747 upper deck floor beams are almost entirely the result of reacting
loads due to cabin differential pressure. The commenter concludes that
it is technically correct not to count flight cycles that have a low
cabin differential pressure, and do not significantly contribute to
fatigue and crack growth.
We acknowledge the commenter's technical rationale for not counting
the pressurization cycles less than 2.0 psi in this final rule.
However, we do not agree with the commenter's request for the following
reasons:
There have been several instances of other in-service
issues where analytical rationales, similar to that of the commenter,
have indicated that pressurization cycles less than 2.0 psi should not
be counted. However, when fleet records have been examined, the
airplanes engaging in such operations have the same or greater
occurrences of crack findings compared with airplanes on which all
pressurized flights are counted. As a result, we carefully consider
such matters based on all available factors, including individual
operators' specific maintenance programs, technical rationale, and
fleet experience.
We have found that such provisions are applicable only to
a small number of operators that may not pressurize their airplanes
above 2.0 psi in all their flights. We have determined that the best
way to handle such circumstances is for operators to request an
alternative method of compliance (AMOC) in accordance with paragraph
(s) of this AD, rather than by increasing the complexity of the AD by
addressing each operator's unique situation.
Request To Clarify Headings for Paragraphs (p) and (q)
The same commenter requests that the headings for paragraphs (p)
and (q) of the proposed AD be clarified to indicate that the paragraphs
are applicable only to areas 1 and 2. The commenter states that the
repairs and modifications specified in Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, are applicable only to areas 1 and 2.
We agree with the commenter that the actions specified in
paragraphs (p) and (q) of the final rule are applicable only to areas 1
and 2, as specified in the service bulletin. Paragraphs (p) and (q) of
the final rule clearly state that the specified actions are for areas 1
and 2, as specified in the service bulletin. For further clarity, we
have revised the headings for paragraphs (p) and (q) of the final rule.
[[Page 59249]]
Request To Include Effect of AD 2004-07-22 on the Proposed AD
Two commenters request that the proposed AD include the effect of
AD 2004-07-22, amendment 39-13566 (69 FR 18250, April 7, 2004), which
mandates Boeing Document No. D6-35022, ``Supplemental Structural
Inspection Document,'' (SSID) for Model 747 Airplanes, Revision G,
dated December 2000. One commenter states that it has done the SSID
inspections required by AD 2004-07-22 and that the proposed AD may
include inspections already covered by the SSID inspections. The
commenter suggests that, to prevent double work, the proposed AD should
identify the paragraphs for which SSID inspections are acceptable as an
alternate means of compliance (AMOC). The other commenter, the
manufacturer, notes that the SSID includes statements that allow the
use of Boeing Service Bulletin 747-53-2349 inspections in lieu of SSID
inspections. The commenter notes that because of the proposed AD, there
will be a requirement to perform the SSID inspections and the Boeing
Service Bulletin 747-53-2349 inspections without an allowance to use
the service bulletin inspections as a substitute for the SSID
inspections. The commenter also states that SSID items F-19B, F-19I, F-
19J, and F-20A are addressed by Boeing Alert Service Bulletin 747-
53A2452, dated April 3, 2003 (this service bulletin is referenced as
the appropriate source of service information for doing certain
inspections in the proposed AD). The commenter suggests that it is
better to have an operator use the service bulletin inspections due to
the improved level of detailed instructions.
We agree with the commenters that certain inspections done in
accordance with Boeing Service Bulletin 747-53-2349 or Boeing Alert
Service Bulletin 747-53A2452 may be acceptable as a substitute for
corresponding SSID inspections and vice versa, because both inspections
cover common areas. However, operators must identify the inspections
and substantiate that any substitutions would provide an acceptable
level of safety, and we must approve any substitutions. In order to
avoid further delay to the inspections required by this final rule, we
have not revised the final rule in this regard. Operators may request
approval for AMOCs according to paragraph (s) of this final rule. For
AD 2004-07-22, operators may request approval for AMOCs according to
paragraph (g) of that AD.
Credit for Actions Done in Accordance With AD 2005-06-11
Note 4 of the proposed AD specifies that inspections done in
accordance with AD 2000-04-17 are acceptable for compliance with the
requirements of paragraph (i) of the proposed AD. On March 9, 2005, we
issued AD 2005-06-11, amendment 39-14017 (70 FR 13353, March 21, 2005),
which supersedes AD 2000-04-17. Inspections done in accordance with AD
2005-06-11 are also acceptable for compliance with the requirements of
paragraph (i) of the final rule. We have revised Note 4 of the final
rule accordingly.
Explanation of Change Made to This AD
We have revised the ``Alternative Methods of Compliance (AMOCs)''
paragraph in this AD to clarify the delegation authority for Authorized
Representatives for the Boeing Commercial Airplanes Delegation Option
Authorization. We have also simplified paragraphs (g), (k), (o), and
(p) of this AD by referring to the ``AMOCs'' paragraph of this AD for
repair methods.
Clarification of AMOC Paragraph
We have revised this final rule 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.
Costs of Compliance
There are about 489 airplanes of the affected design worldwide.
This AD will affect about 155 airplanes of U.S. registry.
The actions for the upper deck floor beams that are required by AD
93-08-12, and retained in AD 2002-10-10 and this AD, take about 150
work hours per airplane, at an average labor rate of $65 per work hour.
Based on these figures, the estimated costs of these currently required
actions are $9,750 per airplane, per inspection cycle.
The inspections of the upper deck floor beams that are required by
AD 2002-10-10 and retained in this AD take about 255 work hours per
airplane, at an average labor rate of $65 per work hour. Based on these
figures, the estimated cost of these currently required inspections is
$16,575 per airplane, per inspection cycle.
The new inspections will take about 155 work hours per airplane, at
an average labor rate of $65 per work hour. Based on these figures, the
estimated cost of the new actions specified in this AD for U.S.
operators is $1,561,625 or $10,075 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.
[[Page 59250]]
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):
2005-20-29 Boeing: Amendment 39-14326. Docket No. FAA-2005-20879;
Directorate Identifier 2004-NM-55-AD.
Effective Date
(a) This AD becomes effective November 16, 2005.
Affected ADs
(b) Related to AD 2002-10-10, amendment 39-12756 (67 FR 36081,
May 23, 2002).
Applicability
(c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-300, 747SP, and 747SR series airplanes;
certificated in any category; as identified in Boeing Alert Service
Bulletin 747-53A2452, dated April 3, 2003.
Unsafe Condition
(d) This AD results from fatigue testing by the manufacturer
that revealed severed upper chords of the upper deck floor beams due
to fatigue cracking. We are issuing this AD to detect and correct
cracking in the upper chords of the upper deck floor beams.
Undetected cracking could result in large deflection or deformation
of the upper deck floor beams, resulting in damage to wire bundles
and control cables for the flight control system, and reduced
controllability of the airplane. Multiple adjacent severed floor
beams 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.
Note 1: Paragraphs (f) and (g) of this AD restate the
requirements of paragraphs (a) and (c) of AD 2002-10-10. As allowed
by the phrase, ``unless accomplished previously,'' if those
requirements of AD 2002-10-10 have already been accomplished, this
AD does not require that those actions be repeated.
Inspection
(f) Before the accumulation of 22,000 total flight cycles, or
within 1,000 flight cycles after June 11, 1993 (the effective date
of AD 93-08-12, amendment 39-8559), whichever occurs later, unless
accomplished previously within the last 2,000 flight cycles; and
thereafter at intervals not to exceed 3,000 flight cycles: Do a
detailed inspection to detect cracks in the upper deck floor beams
in Sections 41 and 42, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-53-2349, dated June 27,
1991; Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated
October 12, 2000; or Boeing Service Bulletin 747-53A2349, Revision
2, dated April 3, 2003. After the effective date of this AD, only
Boeing Service Bulletin 747-53A2349, Revision 2, dated April 3,
2003, may be used. Continue doing the inspections required by this
paragraph until the inspections required by paragraph (h) or (l) of
this AD are accomplished.
Repair of Cracks Detected During Paragraph (f) Inspections
(g) Before further flight, repair any cracking detected during
the inspections done in accordance with paragraph (f) of this AD,
according to a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or according to data meeting the
certification basis of the airplane approved a Boeing Company
Designated Engineering Representative (DER) who has been authorized
by the Manager, Seattle ACO, to make such findings; or according to
a method approved in accordance with the procedures specified in
paragraph (s) of this AD.
Note 2: Paragraphs (h), (i), (j), and (k), of this AD restate
the requirements of paragraphs (d), (e), (f), and (g), of AD 2002-
10-10. As allowed by the phrase, ``unless accomplished previously,''
if those requirements of AD 2002-10-10 have already been
accomplished, this AD does not require that those actions be
repeated.
Additional Inspections
(h) Before the accumulation of 22,000 total flight cycles, or
within 3,000 flight cycles after doing the most recent inspection
required by paragraph (f) of this AD, whichever occurs later: Do a
detailed inspection to find cracking in the areas specified in
paragraph (h)(1) or (h)(2), as applicable, in accordance with Figure
2 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 747-53A2349, Revision 1, dated October 12, 2000; or Boeing
Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003. After
the effective date of this AD, only Boeing Service Bulletin 747-
53A2349, Revision 2, may be used. Repeat the inspection thereafter
at intervals not to exceed 3,000 flight cycles. Continue doing the
inspection required by this paragraph until the initial inspection
required by paragraph (l) of this AD is accomplished. Accomplishment
of the inspection in this paragraph terminates the inspections
required by paragraph (f) of this AD.
(1) For Groups 1, 2, 4, and 5 airplanes: Do the inspections of
Area 1 (sections 41 and 42 upper deck floor beams), including
existing repairs and modifications.
(2) For Group 3 airplanes: Do the inspections of Area 1
(sections 41, 42, and 44 upper deck floor beams from body stations
380 through 1100 inclusive), including existing repairs and
modifications.
Note 3: For the purposes of this AD, a detailed inspection is
defined as: ``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.''
(i) Before the accumulation of 28,000 total flight cycles, or
within 3,000 flight cycles after doing the most recent inspection
required by paragraph (f) of this AD, whichever occurs later: Do a
high frequency eddy current (HFEC) inspection to find cracking of
the open holes in the horizontal flanges of the upper chord of the
upper deck floor beams in the areas specified in paragraph (i)(1) or
(i)(2) of this AD, as applicable, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000. Do the inspection in
accordance with the ``Inspection Alternatives'' as specified in
Sheet 7 of Figure 2 of the Accomplishment Instructions of the
service bulletin. Repeat the applicable inspection at the times
specified in the ``Repeat Inspection Intervals'' in Sheet 7 of
Figure 2 of the Accomplishment Instructions of the service bulletin.
After the effective date of this AD, Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, must be used to perform the
inspections required by this paragraph. Repeat the inspections until
the requirements of paragraph (m) of this AD are accomplished.
(1) For Group 1, 2, 4, and 5 airplanes, as defined in Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12,
2000: Do the inspections at the applicable locations (BS 380 through
BS 780 inclusive for Groups 1, 2, and 4, BS 380 through BS 860
inclusive for Group 5) as specified in Sheet 7 of Figure 2.
(2) For Group 3 airplanes, as defined in Boeing Alert Service
Bulletin 747-53A2349, Revision 1, dated October 12, 2000: Do the
inspections as specified in Sheet 7 of Figure 2, at the upper deck
floor beams from BS 380 through BS 1100 inclusive.
Note 4: HFEC inspections of the left and right sides of the
upper deck floor beam at body station 380, between buttock lines 40
and 76, done in accordance with AD 2000-04-17 or AD 2005-06-11, are
considered acceptable for compliance with the applicable inspections
specified in paragraph (i) of this AD.
Adjustments to Compliance Time: Cabin Differential Pressure
(j) For the purposes of calculating the compliance threshold and
repetitive interval for the actions required by paragraphs (h) and
(i) of this AD: The number of flight cycles in which cabin
differential pressure is at 2.0 pounds per square inch (psi) or less
need not be counted when determining the number of flight cycles
that have occurred on the airplane, provided that flight cycles with
momentary spikes in cabin differential pressure above 2.0 psi are
included as full pressure cycles. For this provision to apply, all
cabin pressure records must be
[[Page 59251]]
maintained for each airplane: No fleet-averaging of cabin pressure
is allowed.
Repair of Cracks Detected During Paragraph (h) and (i) Inspections
(k) Before further flight, repair any cracking found during the
inspections done in accordance with paragraphs (h) and (i) of this
AD, in accordance with Boeing Alert Service Bulletin 747-53A2349,
Revision 1, dated October 12, 2000. Where the service bulletin
specifies to contact Boeing for repair instructions, repair
according to a method approved by the Manager, Seattle ACO; or
according to a method approved in accordance with the procedures
specified in paragraph (s) of this AD.
New Requirements of This AD
Detailed Inspection
(l) Before the accumulation of 22,000 total flight cycles, or
within 3,000 flight cycles after the most recent inspection required
by paragraph (f) or (h) of this AD, whichever is later: Do a
detailed inspection for cracking of the cab floor and of the upper
deck floor beams. Do the inspection in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003. Repeat the inspection thereafter at
intervals not to exceed 3,000 flight cycles. Doing the initial
inspection required by this paragraph terminates the inspections
required by paragraphs (f) and (h) of this AD.
High Frequency Eddy Current (HFEC) Inspection
(m) Do a HFEC inspection for cracking of the horizontal flanges
of the upper chord of the upper deck floor beams, in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003, at the applicable time specified
in paragraph (m)(1), (m)(2), (m)(3), or (m)(4) of this AD. Areas 1,
2, and 3, as specified in paragraphs (m) and (n) of this AD, are
defined in the service bulletin. Accomplishment of this inspection
terminates the inspections required by paragraph (i) of this AD.
(1) For airplanes that have not been inspected in accordance
with the requirements of paragraph (f), (h), or (i) of this AD:
(i) For Area 1: Before the accumulation of 22,000 total flight
cycles, or within 1,000 flight cycles after the effective date of
this AD, whichever is later.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 1,000 flight cycles after the effective date of
this AD, whichever is later.
(2) For airplanes that have been inspected in accordance with
the requirements of paragraph (f) or (h) of this AD, but not in
accordance with the requirements of paragraph (i) of this AD:
(i) For Area 1: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(3) For airplanes on which a surface HFEC inspection of the
horizontal flanges of the upper chord of the upper deck floor beams,
as required by paragraph (i) of this AD, was accomplished, and the
surface HFEC inspection was accomplished from below the upper deck
floor beams as specified by Figure 2, circle note 2c., of Boeing
Alert Service Bulletin 747-53A2349, Revision 1, dated October 12,
2000:
(i) For Area 1: At the later of the times specified in
paragraphs (m)(3)(i)(A) and (m)(3)(i)(B) of this AD.
(A) Before the accumulation of 22,000 total flight cycles.
(B) Within 2,000 flight cycles after the most recent inspection
required by paragraph (i) of this AD, or 750 flight cycles after the
effective date of this AD, whichever is first.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 2,000 flight cycles after the most recent
inspection required by paragraph (i) of this AD, whichever is later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
later.
(4) For airplanes on which either a surface or open-hole HFEC
inspection of the horizontal flanges of the upper chord of the upper
deck floor beams, as required by paragraph (i) of this AD has been
accomplished, and the surface HFEC inspection was accomplished from
above and below the upper deck floor beams, as specified by Figure
2, circle note 2b., of Boeing Alert Service Bulletin 747-53A2349,
Revision 1, dated October 12, 2000:
(i) For Area 1: At the later of the times specified in
paragraphs (m)(4)(i)(A) and (m)(4)(ii)(B) of this AD.
(A) Before the accumulation of 22,000 total flight cycles.
(B) Within 6,000 flight cycles after the most recent inspection
required by paragraph (i) of this AD, or within 3,000 flight cycles
after the effective date of this AD whichever is first.
(ii) For Area 2: Before the accumulation of 28,000 total flight
cycles, or within 6,000 flight cycles after the most recent
inspection required by paragraph (i) of this AD, whichever is later.
(iii) For Area 3: Before the accumulation of 22,000 total flight
cycles, or within 3,000 flight cycles after the most recent
inspection required by paragraph (f) or (h) of this AD, whichever is
latest.
Repetitive Inspections
(n) Except as required by paragraphs (o), (p), and (q) of this
AD, repeat the inspections required by paragraph (m) of this AD at
intervals not to exceed those specified in paragraphs (n)(1),
(n)(2), and (n)(3) of this AD:
(1) For Area 1: 3,000 flight cycles if an open-hole HFEC
inspection was accomplished, or 750 flight cycles if a surface HFEC
inspection was accomplished.
(2) For Area 2: 6,000 flight cycles if an open-hole HFEC
inspection was accomplished, or 2,000 flight cycles if a surface
HFEC inspection was accomplished.
(3) For Area 3: 3,000 flight cycles.
Repair of Cracking Detected During Paragraph (l), (m), and (n)
Inspections
(o) Before further flight, repair any cracking found during any
inspection required by paragraph (l), (m), or (n) of this AD in
accordance with Boeing Alert Service Bulletin 747-53A2452, dated
April 3, 2003. Repairs done in accordance with this service bulletin
terminates the requirements of paragraphs (l), (m), and (n) of this
AD for the repaired area only. Where the service bulletin specifies
to contact Boeing for repair instructions, repair according to a
method approved by the Manager, Seattle ACO; or according to a
method approved in accordance with the procedures specified in
paragraph (s) of this AD.
After-Repair Inspections in Areas 1 and 2
(p) At the applicable new inspection thresholds specified in
Figure 1 of Boeing Alert Service Bulletin 747-53A2452, dated April
3, 2003, perform the after-repair inspections for cracking in Areas
1 and 2, as specified in the service bulletin. Where the service
bulletin specifies a threshold after the date of the service
bulletin, use that same threshold after the effective date of this
AD. Perform the after-repair inspections by accomplishing all of the
applicable actions specified in the alert service bulletin. Repair
any cracking found during any inspection required by this paragraph,
according to a method approved by the Manager, Seattle ACO; or
according to a method approved in accordance with the procedures
specified in paragraph (s) of this AD. Any cracking found during any
inspection must be repaired before further flight. Repeat the
inspections of Areas 1 and 2 thereafter at intervals not to exceed
3,000 flight cycles.
Optional Preventative Modification in Areas 1 and 2
(q) If no cracking was found during the open-hole HFEC
inspections required by paragraph (m) or (n) of this AD, repairing
or modifying Areas 1 and 2, as defined in Figure 1 of Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, in accordance
with the service bulletin, defers the repetitive inspections
required by paragraph (n) of this AD, and establishes new inspection
methods, thresholds, and repetitive inspection intervals for the
repaired or modified area. The new inspection thresholds and
intervals are specified in Figure 1 of the service bulletin. Where
the service bulletin specifies a threshold after the date of the
service bulletin, use that same threshold after the effective date
of this AD.
Inspections Done Previously
(r) Doing the inspections required by paragraphs (m) and (n) of
this AD before the effective date of this AD, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, is
[[Page 59252]]
acceptable for compliance with the corresponding actions required by
this AD.
Alternative Methods of Compliance (AMOCs)
(s)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with 14 CFR
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) Alternative methods of compliance and FAA-approved repairs,
approved previously in accordance with AD 2002-10-10 are approved as
AMOCs for the corresponding actions required by this AD.
Material Incorporated by Reference
(t) You must use the service bulletins specified in Table 1 of
this AD, as applicable, to perform the actions that are required by
this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approves the
incorporation by reference of Boeing Service Bulletin 747-53A2349,
Revision 2, dated April 3, 2003; and Boeing Alert Service Bulletin
747-53A2452, dated April 3, 2003; in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51.
(2) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Alert Service Bulletin 747-
53A2349, Revision 1, dated October 12, 2000, as of June 27, 2002 (67
FR 36081, May 23, 2002).
(3) The Director of the Federal Register previously approved the
incorporation by reference of Boeing Service Bulletin 747-53-2349,
dated June 27, 1991, as of June 11, 1993 (58 FR 27927, May 12,
1993).
(4) 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 http://dms.dot.gov; 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 http://www. archives. gov/federal --
register/ code --of --federal -- regulations/ ibr-- locations. html.
Table 1.--Material Incorporated by Reference
------------------------------------------------------------------------
Service bulletin Revision level Date
------------------------------------------------------------------------
Boeing Alert Service Bulletin 1................ October 12, 2000
747-53A2349.
Boeing Alert Service Bulletin Original......... April 3, 2003.
747-53A2452.
Boeing Service Bulletin 747-53- Original......... June 27, 1991.
2349.
Boeing Service Bulletin 747- 2................ April 3, 2003.
53A2349.
------------------------------------------------------------------------
Issued in Renton, Washington, on September 28, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-20071 Filed 10-11-05; 8:45 am]
BILLING CODE 4910-13-P