[Federal Register Volume 66, Number 209 (Monday, October 29, 2001)]
[Rules and Regulations]
[Pages 54422-54425]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-26952]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-220-AD; Amendment 39-12483; AD 2001-22-04]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to all Boeing Model 747 series airplanes, that 
currently requires a one-time inspection of the fuselage skin adjacent 
to the drag splice fitting to detect cracking, and follow-on actions, 
if necessary. This amendment requires new repetitive inspections for 
cracking of the fuselage skin adjacent to the drag splice fitting. This 
amendment is prompted by reports of fatigue cracking in the fuselage 
skin and adjacent structure. The actions specified by this AD are 
intended to detect and correct such cracking, which could result in 
reduced structural integrity of the fuselage, and consequent rapid 
depressurization of the airplane.

DATES: Effective December 3, 2001.
    The incorporation by reference of Boeing Alert Service Bulletin 
747-53A2444, Revision 2, dated May 24, 2001, as listed in the 
regulations, is approved by the Director of the Federal Register as of 
December 3, 2001.
    The incorporation by reference of Boeing Service Bulletin 747-
53A2444, Revision 1, dated June 15, 2000, as listed in the regulations, 
was approved previously by the Director of the Federal Register as of 
July 28, 2000 (65 FR 43219, July 13, 2000).

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the Federal 
Aviation Administration (FAA), Transport Airplane Directorate, Rules 
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Rick Kawaguchi, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-1153; fax (425) 227-1181.

[[Page 54423]]


SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 2000-14-04, 
amendment 39-11813 (65 FR 43219, July 13, 2000), which is applicable to 
all Boeing Model 747 series airplanes, was published in the Federal 
Register on June 5, 2001 (66 FR 30109). The action proposed to require 
a one-time inspection of the fuselage skin adjacent to the drag splice 
fitting to detect cracking, and follow-on actions, if necessary. The 
action also proposed to mandate new repetitive inspections for cracking 
of the fuselage skin adjacent to the drag splice fitting.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Add Service Information

    One commenter asks that Boeing Alert Service Bulletin 747-53A2444, 
Revision 2, dated May 24, 2001 (referenced as the appropriate source of 
service information for accomplishment of certain actions in the 
proposed rule), be added to paragraph (a) of the proposed rule, which 
referenced Revision 1 of the bulletin, as another source of service 
information for accomplishment of the external detailed visual 
inspection. The FAA agrees that Revision 2 of the service bulletin can 
be added to paragraph (a) of the final rule, and we have revised the 
final rule accordingly.

Change Note 5 and Title

    One commenter asks that Note 5 of the proposed rule, which gives 
credit for inspections and repairs accomplished before July 28, 2000, 
be changed to also give credit for previous accomplishment of the 
determination of a secondary inspection, as specified in paragraph (c) 
of the proposed rule. The commenter does not provide a reason for this 
request. The FAA agrees and we have changed Note 5 of the final rule, 
for clarification, to include previous accomplishment of the 
determination of a secondary inspection. We also have removed 
``repairs'' from the note because the original release of the service 
bulletin does not provide instructions for repairs.
    The same commenter asks that the title ``Repetitive Inspections,'' 
which precedes paragraph (d) of the final rule, be changed to ``Initial 
and Repetitive Inspections.'' We agree and have changed the title 
accordingly.

Previously Accomplished Inspections

    One commenter asks for clarification of the compliance time for the 
repetitive inspections specified in paragraph (d) of the proposed rule 
for operators who previously accomplished the initial inspections in 
that paragraph per Figure 4 of the Work Instructions of Boeing Alert 
Service Bulletin 747-53A2444, dated May 25, 2000, or Revision 1, dated 
June 15, 2000. The commenter wants clarification that if it did the 
inspections per either of those service bulletins, it is only required 
to continue the repetitive inspections per Figures 4, 5, 6, or 7 of the 
Work Instructions of Boeing Alert Service Bulletin 747-53A2444, 
Revision 2, dated May 24, 2001, at 3,000 flight cycle intervals.
    The FAA infers that the commenter is asking to do the repetitive 
inspections specified in paragraph (d) of the final rule within 3,000 
flight cycles after doing the initial inspections per Boeing Alert 
Service Bulletin 747-53A2444, dated May 25, 2000, or Revision 1, dated 
June 15, 2000. We do not concur because the inspections specified in 
Revision 2 involve more comprehensive inspection procedures than those 
in the previous versions of the service bulletin. Operators that have 
done the initial inspections per previous versions of the service 
bulletin do not meet the requirements for the repetitive inspection 
intervals specified in paragraph (d) of the final rule until the 
initial inspections have been done per Revision 2. As specified in the 
preamble of the proposed rule, since the issuance of AD 2000-14-04, we 
received a report of severe cracking on a Model 747 series airplane, 
and Revision 2 of the service bulletin was issued to address that 
additional cracking. No change to the final rule is necessary in this 
regard.

Conclusion

    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the changes previously 
described. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Interim Action

    This is interim action. The manufacturer has advised that it is 
developing a modification that will positively address the unsafe 
condition addressed by this AD. Once this modification is developed, 
approved, and available, the FAA may consider additional rulemaking.

Cost Impact

    There are approximately 1,301 airplanes of the affected design in 
the worldwide fleet. The FAA estimates that 260 airplanes of U.S. 
registry will be affected by this AD.
    The actions that are currently required by AD 2000-14-04 take 
approximately 2 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the currently required actions on U.S. operators is estimated 
to be $31,200, or $120 per airplane.
    The new inspections that are required by this AD action will take 
approximately 7 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the new requirements of this AD on U.S. operators is 
estimated to be $109,200, or $420 per airplane, per inspection cycle.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the requirements of this 
AD action, and that no operator would accomplish those actions in the 
future if this AD were not adopted. The cost impact figures discussed 
in AD rulemaking actions represent only the time necessary to perform 
the specific actions actually required by the AD. These figures 
typically do not include incidental costs, such as the time required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.

Regulatory Impact

    The regulations adopted herein 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. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action (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. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

[[Page 54424]]

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (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. Section 39.13 is amended by removing amendment 39-11813 (65 FR 
43219, July 13, 2000), and by adding a new airworthiness directive 
(AD), amendment 39-12483, to read as follows:

2001-22-04  Boeing:  Amendment 39-12483. Docket 2000-NM-220-AD. 
Supersedes AD 2000-14-04, Amendment 39-11813.

    Applicability: All Model 747 series airplanes, certificated in 
any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (e)(1) 
of this AD. The request should include an assessment of the effect 
of the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To detect and correct fatigue cracking of certain areas of the 
fuselage skin, which could result in reduced structural integrity of 
the fuselage, and consequent rapid depressurization of the airplane, 
accomplish the following:

Restatement of Requirements of AD 2000-14-04

One-Time Detailed Visual Inspection

    (a) Prior to the accumulation of 13,000 total flight cycles or 
within 60 days after July 28, 2000 (the effective date of AD 2000-
14-04, amendment 39-11813), whichever occurs later: Perform a one-
time external detailed visual inspection of the fuselage skin 
adjacent to the drag splice fitting as illustrated in Figure 2 of 
Boeing Service Bulletin 747-53A2444, Revision 1, dated June 15, 
2000, or Boeing Alert Service Bulletin 747-53A2444, Revision 2, 
dated May 24, 2001. If no cracking is detected, no further action is 
required by this paragraph.

    Note 2: For the purposes of this AD, a detailed visual 
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.''

Corrective Action

    (b) If any cracking is detected during any inspection required 
by this AD, prior to further flight, repair in accordance with 
Boeing Alert Service Bulletin 747-53A2444, Revision 2, dated May 24, 
2001. Where the service bulletin specifies to contact Boeing for 
repair instructions, 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 by 
the Manager, Seattle ACO, as required by this paragraph, the 
approval letter must specifically reference this AD.

    Note 3: Repairs accomplished prior to the effective date of this 
AD in accordance with a method approved by the Manager, Seattle ACO, 
FAA, or in accordance with data meeting the type certification basis 
of the airplane approved by a Boeing Company DER, are considered 
acceptable for compliance with the repair specified in paragraph (b) 
of this AD.


    Note 4: Boeing Alert Service Bulletin 747-53A2444, Revision 2, 
dated May 24, 2001, references the 747 Structural Repair Manual 
(SRM) as an appropriate source of service information for 
accomplishment of the repair of the fuselage skin. However, the use 
of 7075-T6 aluminum as specified in certain revisions of the SRM is 
not an option for skin replacement when accomplishing the subject 
repair.

Secondary Inspection

    (c) For airplanes on which cracking is detected during any 
inspection required by paragraph (a) or (d) of this AD, prior to 
further flight after accomplishment of paragraph (b) of this AD: 
Determine if a secondary inspection of adjacent structure is 
required, using the Logic Diagram illustrated in Figure 1 of Boeing 
Service Bulletin 747-53A2444, Revision 1, dated June 15, 2000, or 
Boeing Alert Service Bulletin 747-53A2444, Revision 2, dated May 24, 
2001. If required, prior to further flight, accomplish the 
inspection in accordance with the service bulletin.

    Note 5: Inspections (including secondary inspection 
determination) accomplished prior to July 28, 2000, in accordance 
with Boeing Alert Service Bulletin 747-53A2444, dated May 25, 2000, 
are considered acceptable for compliance with paragraphs (a) and (c) 
of this AD.

New Requirements of This AD

Initial and Repetitive Inspections

    (d) Perform ultrasonic, high frequency eddy current, and 
detailed visual inspections in accordance with the Work Instructions 
of Boeing Alert Service Bulletin 747-53A2444, Revision 2, dated May 
24, 2001, at the applicable times specified in Figure 1 of the Logic 
Diagram of the service bulletin; except where the compliance time in 
the logic diagram specifies an interval of ``after the release date 
of the service bulletin,'' this AD requires compliance within the 
interval specified in the service bulletin ``after the effective 
date of this AD.'' Repeat the applicable inspections at the 
intervals shown in Figure 1 of the Logic Diagram of the service 
bulletin. Accomplishment of the inspections required by this 
paragraph ends the inspections required by paragraph (a) of this AD.

    Note 6: Where there are differences between the AD and the 
service bulletin, the AD prevails.

Alternative Methods of Compliance

    (e)(1) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle ACO. Operators shall submit 
their requests through an appropriate FAA Principal Maintenance 
Inspector, who may add comments and then send it to the Manager, 
Seattle ACO.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 2000-14-04, amendment 39-11813, are approved as 
alternative methods of compliance with this AD.

    Note 7: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (f) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (g) Except as provided by paragraph (b) of this AD, the actions 
shall be done in accordance with Boeing Service Bulletin 747-
53A2444, Revision 1, dated June 15, 2000; or Boeing Alert Service 
Bulletin 747-53A2444, Revision 2, dated May 24, 2001; as applicable.
    (1) The incorporation by reference of Boeing Alert Service 
Bulletin 747-53A2444, Revision 2, dated May 24, 2001, is approved by 
the Director of the Federal Register in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Service Bulletin 
747-53A2444, Revision 1, dated June 15, 2000, was approved 
previously by the Director of the Federal Register as of July 28, 
2000 (65 FR 43219, July 13, 2000).

[[Page 54425]]

    (3) Copies may be obtained from Boeing Commercial Airplane 
Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (h) This amendment becomes effective on December 3, 2001.

    Issued in Renton, Washington, on October 19, 2001.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-26952 Filed 10-26-01; 8:45 am]
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