[Federal Register Volume 75, Number 42 (Thursday, March 4, 2010)]
[Rules and Regulations]
[Pages 9760-9763]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-3714]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0718; Directorate Identifier 2009-NM-025-AD;
Amendment 39-16212; AD 2010-05-03]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400,
747-400D, 747-400F, 747SR, and 747SP Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: We are adopting a new airworthiness directive (AD) for all
Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F,
747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series
airplanes. This AD requires one-time detailed and high frequency eddy
current inspections for cracks in the wing and horizontal stabilizer
side-of-body joints and the fuselage skin circumferential splices, and
repair if necessary. This AD also requires, for certain airplanes,
repetitive detailed inspections for cracks of the fuselage skin
circumferential splices, and repair if necessary. This AD results from
Boeing analysis indicating that the wing and horizontal stabilizer
side-of-body joints, and the fuselage skin circumferential splices, are
susceptible to fatigue cracking due to high cyclic loads on the
airplane. We are issuing this AD to detect and correct fatigue cracking
at multiple adjacent locations in the subject areas, which could
connect to form large cracks and result in reduced structural integrity
leading to rapid decompression and consequent loss of control of the
airplane.
DATES: This AD is effective April 8, 2010.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of April 8,
2010.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail [email protected];
Internet https://www.myboeingfleet.com.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437;
fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness directive (AD) that would apply to
all Model 747 airplanes. That NPRM was published in the Federal
Register on August 25, 2009 (74 FR 42807). That NPRM proposed to
require one-time detailed and high frequency eddy current inspections
for cracks in the wing and horizontal stabilizer side-of-body joints
and the fuselage skin circumferential splices, and repair if necessary.
That NPRM also proposed to require, for certain airplanes, repetitive
detailed inspections for cracks of the fuselage skin circumferential
splices, and repair if necessary.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received.
Supportive Comment
Boeing concurs with the contents of the NPRM.
Requests To Change Compliance Times
UPS asks that we change the NPRM to extend the compliance time for
the inspections specified in Table 3 of paragraph 1.E. of Boeing Alert
Service Bulletin 747-51A2060, dated October 30, 2008, and required by
paragraph (g) of the NPRM. UPS states that the inspections are not to
be done until at least 28,500 total flight cycles or 130,000 total
flight hours, whichever occurs later, have been accumulated on
[[Page 9761]]
the airplane. UPS notes that by restricting the compliance time to
between 28,500 and 30,000 total flight cycles or between 130,000 and
135,000 total flight hours, whichever occurs later, operators are
extremely limited in positioning aircraft for common access at
maintenance checks. UPS adds that without being able to reposition
aircraft to line up common access maintenance inspections, a heavy
burden will be placed on the operator's maintenance plans, having an
adverse economic impact on the airlines.
All Nippon Airways (ANA) asks that the lower flight cycle criteria
of 28,500 flight cycles be reduced to 28,000 flight cycles to alleviate
additional maintenance burdens. ANA understands the intent of the
service bulletin but based on the average utilization of its airplanes
(2,000 to 3,000 flight cycles accumulated between C checks), the
proposed lower cycle criterion might be a burden to its future
operation.
We disagree with the commenters' request to change the compliance
time. While restricting the compliance time for the one-time inspection
to between 28,500 and 30,000 total flight cycles, or between 130,000
and 135,000 total flight hours, whichever occurs later, would have
additional impact on scheduled maintenance, the inspections are
intended to detect widespread fatigue damage (WFD) of affected
structure. We have determined that such damage is likely to occur in a
specific timeframe (in terms of flight cycles and flight hours).
Therefore, the potential WFD would be undetectable if the inspections
are done at an earlier time.
In developing an appropriate compliance time for the inspections,
we considered the safety implications and the practical aspect of
accomplishing the inspections within a period of time that corresponds
to the normal scheduled maintenance for most affected operators. In
consideration of these items, and since the inspections are done one
time only, we have determined that the specified compliance time will
ensure an acceptable level of safety and allow the inspections to be
done during scheduled maintenance intervals for most affected
operators. However, under the provisions of paragraph (m) of the AD, we
will consider requests to adjust the compliance time if sufficient data
are submitted to substantiate that the new compliance time would
provide an acceptable level of safety. We have made no change to the AD
in this regard.
Request To Omit Reporting Negative Findings
Japan Airlines (JAL) asks that the requirement to report negative
findings to Boeing be omitted from the NPRM. JAL states that the
proposed reporting requirement specifies submitting a report of both
positive and negative findings within 30 days. JAL notes that Boeing
requests a report of crack findings only. JAL also asks that we remove
the reporting requirement for positive findings. JAL adds that, in most
cases, operators will contact Boeing to ask for a review when cracks
are found.
We partially agree with the commenter. We do not agree to remove
the reporting requirement for positive findings. However, we find that
it is not necessary for operators to report negative findings for
Boeing and the FAA to further evaluate the WFD inspection program.
Therefore, we have changed paragraph (l) of this AD to require only
positive findings be reported.
Request To Delay Issuing AD
JAL also asks that the final rule be issued after release of a
revised service bulletin to correct an error. Figure 31, Sheet 7, of
the Accomplishment Instructions of Boeing Alert Service Bulletin 747-
51A2060, dated October 30, 2008, specifies inspecting the fuselage
stringer; however, Circle Note 1 of Sheet 6 specifies inspecting the
fuselage skin. Boeing has confirmed that an inspection of the
``fuselage skin'' is correct, and stated that a revised service
bulletin will be issued.
We partially agree with the commenter. We agree that there is an
error in Circle Note 1 of Sheet 6 of Figure 31; however, we do not
agree that issuing the final rule should be delayed to wait for the
service bulletin to be revised. We have added Note 1 to this AD to
clarify that the inspection specified in Sheet 6 of Figure 31 is of the
fuselage skin.
Request To Include Credit for Previously Approved Repairs
ANA asks that credit for previously approved repairs per AMOCs for
AD 2004-07-22, Amendment 39-13566 (69 FR 18250, April 7, 2004), AD
2004-07-22 R1, Amendment 39-13566 (69 FR 24063, May 3, 2004), or AD
2006-10-16 Amendment 39-14600 (71 FR 28570, May 17, 2006) be included
in the NPRM.
We acknowledge the commenter's request. However, the purpose of
this AD is to detect WFD of affected structure, and the effect of local
repairs on that affected structure must be thoroughly evaluated on a
case-by-case basis. We suggest that the commenter contact Boeing for
evaluation guidelines. After the commenter has the evaluation
guidelines, under the provisions of paragraph (m) of the AD, we will
consider requests to give credit for previously approved repairs if
sufficient data are submitted. We have made no change to the AD in this
regard.
Clarifications to Final Rule
The affected airplane models identified in the Summary section of
this final rule have been changed, for clarification, to more
accurately reflect the airplane models as they are identified on the
type certificate data sheet. We have also revised this final rule to
identify the legal name of the manufacturer as published in the most
recent type certificate data sheet for the affected airplane models.
Explanation of Change Made to This AD
Boeing Commercial Airplanes has received an Organization
Designation Authorization (ODA), which replaces their previous
designation as a Delegation Option Authorization (DOA) holder. We have
revised paragraph (m)(3) of this AD to delegate the authority to
approve an alternative method of compliance for any repair required by
this AD to the Boeing Commercial Airplanes ODA.
Explanation of Change to Costs of Compliance
After the NPRM was issued, we reviewed the figures we have used
over the past several years to calculate AD costs to operators. To
account for various inflationary costs in the airline industry, we find
it necessary to increase the labor rate used in these calculations from
$80 per work-hour to $85 per work-hour. The cost impact information,
below, reflects this increase in the specified hourly labor rate.
Interim Action
We consider this AD interim action. If final action is later
identified, we might consider further rulemaking then.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We also determined that
these changes will not increase the economic burden on any operator or
increase the scope of the AD.
[[Page 9762]]
Costs of Compliance
We estimate that this AD affects 165 airplanes of U.S. registry. We
also estimate that it takes 2,604 work-hours per product to comply with
this AD. The average labor rate is $85 per work-hour. Based on these
figures, we estimate the cost of this AD to the U.S. operators to be
$36,521,100, or $221,340 per product.
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
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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2010-05-03 The Boeing Company: Amendment 39-16212. Docket No. FAA-
2009-0718; Directorate Identifier 2009-NM-025-AD.
Effective Date
(a) This airworthiness directive (AD) is effective April 8,
2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all The Boeing Company Model 747-100,
747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-
400, 747-400D, 747-400F, 747SR, and 747SP series airplanes,
certificated in any category.
Subject
(d) Air Transport Association (ATA) of America Code 51: Standard
practices/structures.
Unsafe Condition
(e) This AD results from a Boeing analysis indicating that the
wing and horizontal stabilizer side-of-body joints, and the fuselage
skin circumferential splices, are susceptible to fatigue cracking
due to high cyclic loads on the airplane. The Federal Aviation
Administration is issuing this AD to detect and correct fatigue
cracking at multiple adjacent locations in the subject areas, which
could connect to form large cracks and result in reduced structural
integrity leading to rapid decompression and consequent loss of
control of the airplane.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Inspections and Repair if Necessary
(g) Except as provided by paragraphs (h) and (i) of this AD: At
the applicable times specified in paragraph 1.E. of Boeing Alert
Service Bulletin 747-51A2060, dated October 30, 2008, do one-time
inspections for cracks in the wing and horizontal stabilizer side-
of-body joints, and the fuselage skin circumferential splices; do
detailed inspections, as applicable, for cracks of the fuselage skin
circumferential splices; and do all applicable repairs before
further flight, in accordance with the Accomplishment Instructions
of Boeing Alert Service Bulletin 747-51A2060, dated October 30,
2008, except as provided by paragraphs (j) and (k) of this AD. As
applicable, repeat the detailed inspection for cracks of the
fuselage skin circumferential splices, at the applicable times
specified in paragraph 1.E. of Boeing Alert Service Bulletin 747-
51A2060, dated October 30, 2008.
Note 1: The inspection specified in Sheet 6 of Figure 31 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
51A2060, dated October 30, 2008, is an external detailed inspection
of the fuselage skin as specified in Step 3 of Figure 31, not an
inspection of the fuselage stringer.
Exceptions to Compliance Times
(h) Where Boeing Alert Service Bulletin 747-51A2060, dated
October 30, 2008, specifies a compliance time after ``* * * the date
on this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(i) Where Note (a) of Table 2 of paragraph 1.E. of Boeing Alert
Service Bulletin 747-51A2060, dated October 30, 2008, specifies that
if a certain modification was done then certain inspections may be
deferred ``until the post modification inspection period as given in
Service Bulletin 747-57A2314,'' this AD allows, for airplanes on
which the modification specified in Boeing Service Bulletin 747-
57A2314 has been done, deferring the inspections specified in Part 2
of paragraph 3.B., Work Instructions, of Boeing Alert Service
Bulletin 747-51A2060, dated October 30, 2008, until the applicable
post-modification inspection compliance times required by paragraph
(e) of AD 2004-03-09, amendment 39-13453.
Exception to Part 4 Actions
(j) For Group 6 airplanes identified in Boeing Alert Service
Bulletin 747-51A2060, dated October 30, 2008: Do the inspections
specified in Part 4 of paragraph 3.B., Work Instructions, of Boeing
Alert Service Bulletin 747-51A2060, dated October 30, 2008, in
accordance with the procedures specified in paragraph (m) of this
AD.
Exception to Corrective Actions
(k) If any crack is found during any inspection required by this
AD, and Boeing Alert Service Bulletin 747-51A2060, dated October 30,
2008, specifies to contact Boeing for appropriate action: Before
further flight, repair using a method approved in accordance with
the procedures specified in paragraph (m) of this AD.
Reporting Requirement
(l) At the applicable time specified in paragraph (l)(1) or
(l)(2) of this AD, submit a report of positive findings of cracks
found during the inspection required by paragraph (g) of this AD to
Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington
98124-2207. Alternatively, operators may submit reports to their
Boeing field service representatives. The report must contain, as a
minimum, the following information: airplane serial number, flight
cycles at time
[[Page 9763]]
of discovery, location(s) and extent of positive crack findings.
Under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501
et seq.), the Office of Management and Budget (OMB) has approved the
information collection requirements contained in this AD and has
assigned OMB Control Number 2120-0056.
(1) If the inspection was done on or before the effective date
of this AD: Send the report within 30 days after the effective date
of this AD.
(2) If the inspection was done after the effective date of this
AD: Send the report within 30 days after the inspection is done.
Alternative Methods of Compliance (AMOCs)
(m)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Ivan Li, Aerospace Engineer, Airframe Branch, ANM-120S, FAA,
Seattle ACO, 1601 Lind Avenue, SW., Renton, Washington 98057-3356;
telephone (425) 917-6437; fax (425) 917-6590; Or, e-mail information
to [email protected].
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(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 the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that 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.
Material Incorporated by Reference
(n) You must use Boeing Alert Service Bulletin 747-51A2060,
dated October 30, 2008, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; e-mail
[email protected]; Internet https://www.myboeingfleet.com.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221 or 425-227-1152.
(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on February 11, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-3714 Filed 3-3-10; 8:45 am]
BILLING CODE 4910-13-P