[Federal Register Volume 68, Number 117 (Wednesday, June 18, 2003)]
[Proposed Rules]
[Pages 36510-36513]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-15325]



[[Page 36510]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-181-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-200F and -200C Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to all Boeing Model 747-200F 
and -200C series airplanes, that currently requires repetitive detailed 
inspections or a one-time open-hole high frequency eddy current 
inspection to detect cracking of certain areas of the upper deck floor 
beams, and corrective actions if necessary. This action would add new 
one-time inspections for cracking of the web, upper chord, and strap of 
the upper deck floor beams. This action also would add a requirement to 
modify or repair the upper deck floor beams, as applicable, which would 
eventually necessitate accomplishment of new repetitive inspections for 
cracking of the upper deck floor beams. This action is necessary to 
prevent fatigue cracks in the upper chord and web of upper deck floor 
beams and the resultant failure of such floor beams. Failure of a floor 
beam could result in damage to critical flight control cables and wire 
bundles that pass through the floor beam, and consequent loss of 
controllability of the airplane. Failure of the floor beam also could 
result in the failure of the adjacent fuselage frames and skin, and 
consequent rapid decompression of the airplane. This action is intended 
to address the identified unsafe conditions.

DATES: Comments must be received by August 4, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2001-NM-181-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2001-NM-181-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    The service information referenced in the proposed rule may be 
obtained from Boeing Commercial Airplane Group, PO Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

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) 
917-6434; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed rule by submitting such written data, views, or arguments as 
they may desire. Communications shall identify the Rules Docket number 
and be submitted in triplicate to the address specified above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this action may be changed in 
light of the comments received.
    Submit comments using the following format:
    [sbull] Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    [sbull] For each issue, state what specific change to the proposed 
AD is being requested.
    [sbull] Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2001-NM-181-AD.'' The postcard will be date stamped 
and returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 2001-NM-181-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On April 20, 1998, the FAA issued AD 98-09-17, amendment 39-10498 
(63 FR 20311, April 24, 1998), applicable to all Boeing Model 747-200F 
and -200C series airplanes, to require repetitive inspections or a one-
time inspection to detect cracking of certain areas of the upper deck 
floor beams, and corrective actions if necessary. That action was 
prompted by reports indicating that fatigue cracks were found in the 
upper chord and web of upper deck floor beams. The requirements of that 
AD are intended to prevent such fatigue cracking and the resultant 
failure of such floor beams. Failure of the floor beam could result in 
damage to critical flight control cables and wire bundles that pass 
through the floor beam, and consequent loss of controllability of the 
airplane. Failure of the floor beam also could result in the failure of 
the adjacent fuselage frames and skin, and consequent rapid 
decompression of the airplane.
    In the preamble to AD 98-09-17, we specify that the actions 
required by that AD are considered ``interim action'' and that the 
manufacturer was developing a preventive modification to address the 
unsafe condition. We indicated that we might consider further 
rulemaking action once the modification was developed, approved, and 
available. Though the manufacturer now has developed such a 
modification, we have determined that it does not provide an adequate 
level of safety, as explained below under the heading ``Differences 
Between Proposed AD and Service Bulletins.'' However, considering the 
nature of the identified unsafe condition, we have determined that it 
is necessary to proceed with rulemaking action at this time to ensure 
the continued operating safety of the affected airplane fleet. This 
proposed AD follows from that determination.

Explanation of Relevant Service Information

    We have reviewed and approved Boeing Alert Service Bulletin 747-
53A2429, dated March 22, 2001. That

[[Page 36511]]

service bulletin describes procedures for a one-time detailed 
inspection for cracking of the web, upper chord, and strap of certain 
upper deck floor beams; and an open-hole high frequency eddy current 
(HFEC) inspection for cracking of the fastener holes of the web and 
upper chord. The service bulletin also describes procedures for 
modifying the upper chord of the upper deck floor beams, if no cracking 
is found, and for installing a permanent repair if cracking is found. 
The service bulletin recommends new repetitive open-hole HFEC or 
surface HFEC inspections of the upper deck floor beams following such 
modification or permanent repair. However, the service bulletin does 
not contain instructions for such inspections.
    We also have reviewed and approved Boeing Service Bulletin 747-
53A2420, Revision 1, dated January 7, 1999. (AD 98-09-17 refers to 
Boeing Alert Service Bulletin 747-53A2420, dated March 26, 1998, as the 
appropriate source of service information for the inspections required 
by that AD.) In addition to procedures for inspections of the entire 
area subject to inspections per AD 98-09-17, Boeing Service Bulletin 
747-53A2420, Revision 1, describes procedures for time-limited repairs 
of certain crack configurations in the upper deck floor beams. These 
time-limited repairs involve removing the existing strap; performing 
HFEC inspections of the chord, web, and angle, as applicable; stop-
drilling cracks; trimming the angle and machining the vertical leg of 
the chord, if necessary; and installing a new strap.

Explanation of Requirements of Proposed Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, the 
proposed AD would supersede AD 98-09-17 to continue to require 
repetitive detailed inspections or a one-time open-hole HFEC inspection 
to detect cracking of certain areas of the upper deck floor beams, and 
corrective actions if necessary. The proposed AD would add a 
requirement for new one-time detailed and open-hole HFEC inspections 
for cracking of the web, upper chord, and strap of upper deck floor 
beams. The proposed AD also would require modification or permanent 
repair of the upper deck floor beams, as applicable, which would 
eventually necessitate new repetitive open-hole HFEC or surface HFEC 
inspections for cracking of the upper deck floor beams. The actions 
would be required to be accomplished in accordance with Boeing Alert 
Service Bulletin 747-53A2429 and Boeing Service Bulletin 747-53A2420, 
Revision 1, except as discussed below.

Differences Between Proposed AD and Service Bulletins

    Operators should note that, although Boeing Service Bulletin 747-
53A2420, Revision 1, specifies that the manufacturer may be contacted 
for disposition of certain repair conditions, this proposed AD would 
require the repair of those conditions to be accomplished in accordance 
with a method that we have approved, or in accordance with data meeting 
the type certification basis of the airplane approved by a Boeing 
Company Designated Engineering Representative (DER) who we have 
authorized to make such findings.
    Operators should note that, although Boeing Alert Service Bulletin 
747-53A2429 provides specific instructions for modifying the upper 
chord of the upper deck floor beams or installing a permanent repair, 
this proposed AD would require a modification or permanent repair be 
accomplished in accordance with a method that we have approved, or in 
accordance with data meeting the type certification basis of the 
airplane approved by a Boeing Company DER who we have authorized to 
make such findings. We have determined that the modification and 
permanent repair procedures specified in Boeing Alert Service Bulletin 
747-53A2429 do not provide an adequate level of safety. This 
determination is based on two reports that we recently received, which 
indicate that cracks have been found on airplanes that had a 
modification similar to that specified in Boeing Alert Service Bulletin 
747-53A2429. Boeing concurs with our determination and intends to 
revise that service bulletin in the future to include new modification 
and permanent repair procedures. Once we have reviewed the revised 
service bulletin, we may consider approving it as an alternative method 
of compliance to allow the modification or permanent repair to be 
accomplished per that service bulletin.

Explanation of Change Made To Existing Requirements

    We have changed all references to a ``detailed visual inspection'' 
in the existing AD to ``detailed inspection'' in this action. Note 3 of 
this proposed AD defines such an inspection.

Cost Impact

    There are approximately 81 airplanes of the affected design in the 
worldwide fleet. We estimate that 23 airplanes of U.S. registry would 
be affected by this proposed AD.
    For airplanes on which the repetitive detailed inspection that is 
currently required by AD 98-09-17 is accomplished, that inspection 
takes approximately 1 work hour per airplane, at an average labor rate 
of $60 per work hour. Based on these figures, the cost impact of the 
currently required detailed inspection is estimated to be $60 per 
airplane, per inspection cycle.
    The HFEC inspection that is currently required by AD 98-09-17 takes 
approximately 6 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 $8,280, or $360 per airplane.
    The new one-time detailed and HFEC inspections that are proposed in 
this AD action would 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 proposed inspection on U.S. 
operators is estimated to be $9,660, or $420 per airplane.
    For airplanes subject to the modification that is proposed in this 
AD action, it would take approximately 172 work hours per airplane to 
accomplish, at an average labor rate of $60 per work hour. Required 
parts would cost approximately $4,959 per airplane. Based on these 
figures, the cost impact of the proposed modification is estimated to 
be $15,279 per airplane.
    For airplanes subject to the repair that is proposed in this AD 
action, it would take approximately 172 work hours per airplane to 
accomplish, at an average labor rate of $60 per work hour. Required 
parts would cost approximately $21,646 to $21,857 per airplane. Based 
on these figures, the cost impact of the proposed repair is estimated 
to be $31,966 to $32,177 per airplane.
    The follow-on repetitive inspections that are proposed in this AD 
action would take approximately 6 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 proposed follow-on 
inspections on U.S. operators is estimated to be $8,280, or $360 per 
airplane, per inspection cycle.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this proposed AD were not adopted. The cost impact 
figures discussed in AD

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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 proposed herein 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. Therefore, it 
is determined that this proposal would not have federalism implications 
under Executive Order 13132.
    For the reasons discussed above, I certify that this 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) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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 39-10498 (63 FR 
20311, April 24, 1998), and by adding a new airworthiness directive 
(AD), to read as follows:

Boeing: Docket 2001-NM-181-AD. Supersedes AD 98-09-17, Amendment 39-
10498.
    Applicability: All Model 747-200F and -200C 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 (l)(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 prevent reduced controllability of the airplane and/or rapid 
decompression of the airplane due to fatigue cracking in the upper 
deck floor beams, accomplish the following:

Requirements of AD 98-09-17

    Note 2: For the purposes of calculating the compliance threshold 
and repetitive interval for the actions required by paragraphs (a) 
and (b) of this AD, ``flight cycles'' are considered to be flight 
cycles with a cabin pressure differential greater than 2.0 pounds 
per square inch (psi).

Repetitive Inspections of Certain Upper Deck Floor Beams

    (a) For airplanes that have accumulated less than 18,000 total 
flight cycles as of May 11, 1998 (the effective date of AD 98-09-17, 
amendment 39-10498): Prior to the accumulation of 15,000 total 
flight cycles, or within 250 flight cycles after May 11, 1998, 
whichever occurs later, inspect the upper chord, web, and strap of 
the upper deck floor beams at body station (BS) 340 through BS 440 
inclusive, and the upper deck floor beams at BS 500 and BS 520, on 
the right and left sides of the airplane, in accordance with 
paragraph (a)(1) or (a)(2) of this AD. The inspections shall be 
accomplished in accordance with Boeing Alert Service Bulletin 747-
53A2420, dated March 26, 1998; or Boeing Service Bulletin 747-
53A2420, Revision 1, dated January 7, 1999.
    (1) Perform a detailed inspection to detect cracks in accordance 
with Figure 2 of the service bulletin.
    (i) Repeat the detailed inspection thereafter at intervals not 
to exceed 25 flight cycles, until the requirements of paragraph 
(a)(1)(ii) or (e) of this AD are accomplished.
    (ii) Within 500 flight cycles after accomplishment of the 
initial detailed inspection, accomplish paragraph (a)(2) of this AD.
    (2) Perform a one-time open hole high frequency eddy current 
(HFEC) inspection to detect cracks in accordance with Figure 3 of 
the service bulletin. Accomplishment of this action constitutes 
terminating action for the repetitive inspection requirements of 
paragraph (a)(1)(i) of this AD.
    (b) For airplanes that have accumulated 18,000 or more total 
flight cycles as of May 11, 1998: Within 25 flight cycles after May 
11, 1998, inspect the upper chord, web, and strap of the upper deck 
floor beams at BS 340 through BS 440 inclusive, and the upper deck 
floor beams at BS 500 and BS 520, on the right and left sides of the 
airplane, in accordance with paragraph (b)(1) or (b)(2) of this AD. 
The inspections shall be accomplished in accordance with Boeing 
Alert Service Bulletin 747-53A2420, dated March 26, 1998; or Boeing 
Service Bulletin 747-53A2420, Revision 1, dated January 7, 1999.
    (1) Perform a detailed inspection to detect cracks in accordance 
with Figure 2 of the service bulletin.
    (i) Repeat the detailed inspection thereafter at intervals not 
to exceed 25 flight cycles, until the requirements of paragraph 
(b)(1)(ii) or (e) of this AD are accomplished.
    (ii) Within 250 flight cycles after accomplishment of the 
initial detailed inspection, accomplish paragraph (b)(2) of this AD.
    (2) Perform a one-time open hole HFEC inspection to detect 
cracks in accordance with Figure 3 of the service bulletin. 
Accomplishment of this action constitutes terminating action for the 
repetitive inspection requirements of paragraph (b)(1)(i) of this 
AD.

Repair

    (c) If any cracking is found during any inspection required by 
paragraphs (a) or (b) of this AD, prior to further flight, repair in 
accordance with a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA.

New Requirements of this AD

    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.''

Adjustments to Compliance Time: Cabin Differential Pressure

    (d) For the purposes of calculating the compliance threshold and 
repetitive interval for the actions required by paragraphs (e), (h), 
(i), and (j) of this AD: The number of flight cycles in which cabin 
differential pressure is at 2.0 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 maintained for each airplane: No fleet-averaging of cabin 
pressure is allowed.

Detailed and Eddy Current Inspections of Certain Upper Deck Floor 
Beams

    (e) Within 5,000 flight cycles after accomplishing the most 
recent inspection required by paragraph (a) or (b) of this AD, or 
within 1,000 flight cycles after the effective date of this AD, 
whichever is later: Do paragraphs (e)(1) and (e)(2) of this AD, in

[[Page 36513]]

accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2429, dated March 22, 2001. Accomplishment 
of both paragraphs (e)(1) and (e)(2) of this AD constitutes 
terminating action for the repetitive inspection requirement of 
paragraph (a)(1)(i) or (b)(1)(i) of this AD, as applicable.
    (1) Do a one-time detailed inspection for cracking of the web, 
upper chord, and strap of the upper deck floor beams at BS 340 
through BS 440 inclusive, BS 500, and BS 520, on the right and left 
sides of the airplane, as specified in Figure 1 of the service 
bulletin.
    (2) Do an open-hole high frequency eddy current inspection for 
cracking of the fastener holes of the web and upper chord of the 
upper deck floor beams at BS 340 through BS 440 inclusive, BS 500, 
and BS 520, on the right and left sides of the airplane, as 
specified in Figure 2 of the service bulletin.

Compliance With Paragraphs (a) or (b) and (e)

    (f) Airplanes on which the inspections required by paragraph (e) 
of this AD are accomplished within the compliance time specified in 
paragraph (a) or (b) of this AD, as applicable, are not required to 
be inspected in accordance with paragraph (a) or (b) of this AD, as 
applicable.

Modification of Upper Deck Floor Beams

    Note 4: The modification procedures specified in Boeing Alert 
Service Bulletin 747-53A2429, dated March 22, 2001, do not provide 
an adequate level of safety and are not acceptable for compliance 
with paragraph (g) of this AD. Figure 3 of the service bulletin is 
used only for identifying the floor beams.

    (g) If no cracking is found during the inspections required by 
paragraph (e) of this AD, before further flight, except as provided 
by paragraph (i) of this AD, modify the upper chord of the upper 
deck floor beams at the locations in Figure 3 of Boeing Alert 
Service Bulletin 747-53A2429, dated March 22, 2001, in accordance 
with a method approved by the Manager, Seattle ACO, or in accordance 
with data meeting the type certification basis of the airplane 
approved by a Boeing Company Designated Engineering Representative 
(DER) who has been authorized by the Manager, Seattle ACO, to make 
such findings. For a modification method to be approved, the 
approval must specifically reference this AD.

Repair of Upper Deck Floor Beams

    (h) If any crack is found during either inspection required by 
paragraph (e) of this AD: Before further flight, except as provided 
by paragraph (i) of this AD, do paragraph (h)(1) or (h)(2) of this 
AD.
    (1) Accomplish all actions associated with the time-limited 
repair, including removing the existing strap; performing HFEC 
inspections of the chord, web, and angle, as applicable; stop-
drilling cracks; trimming the angle and machining the vertical leg 
of the chord, as applicable; and installing a new strap. Do these 
actions in accordance with the Accomplishment Instructions of Boeing 
Service Bulletin 747-53A2420, Revision 1, dated January 7, 1999; 
except, where the service bulletin specifies to contact Boeing for 
appropriate action, before further flight, repair in accordance with 
a method approved by the Manager, Seattle ACO, or in accordance with 
data meeting the type certification basis of the airplane approved 
by a Boeing Company DER who has been authorized by the Manager, 
Seattle ACO, to make such findings. For a repair method to be 
approved, the approval must specifically reference this AD. Within 
1,500 flight cycles or 18 months after the installation of the time-
limited repair, whichever is first, do paragraph (h)(2) of this AD.
    (2) Accomplish the permanent repair of the upper deck floor 
beams at the locations shown in Figures 4 and 5, as applicable, of 
Boeing Alert Service Bulletin 747-53A2429, dated March 22, 2001, in 
accordance with a method approved by the Manager, Seattle ACO, or in 
accordance with data meeting the type certification basis of the 
airplane approved by a Boeing Company DER who has been authorized by 
the Manager, Seattle ACO, to make such findings. For a repair method 
to be approved, the approval must specifically refer to this AD.

    Note 5: The permanent repair procedures specified in Boeing 
Alert Service Bulletin 747-53A2429, dated March 22, 2001, do not 
provide an adequate level of safety and are not acceptable for 
compliance with paragraph (h)(2) of this AD.

Airplanes Modified or Repaired Previously

    (i) For airplanes on which a repair per paragraph (c) of this AD 
or the modification or permanent repair specified in Boeing Alert 
Service Bulletin 747-53A2429, dated March 22, 2001, was accomplished 
before the effective date of this AD: Within 5,000 flight cycles 
after installation of such modification or repair, as applicable, 
inspect per paragraph (e) of this AD, then do paragraph (g) or (h) 
of this AD, as applicable.

Repetitive Inspections After Modification or Permanent Repair

    (j) Within 15,000 flight cycles after installation of the 
modification or permanent repair in accordance with paragraph (g) or 
(h) of this AD, as applicable, do paragraph (j)(1) or (j)(2) of this 
AD, in accordance with a method approved by the Manager, Seattle 
ACO. For an inspection method to be approved, the approval letter 
must specifically reference this AD.
    (1) Option 1: Do surface HFEC inspections along the lower edge 
of the upper chord of the upper deck floor beams at BS 340 through 
BS 440 inclusive, BS 500, and BS 520, on the right and left sides of 
the airplane. Repeat the surface HFEC inspections at intervals not 
to exceed 1,000 flight cycles.
    (2) Option 2: Do open-hole HFEC inspections for cracking at 
fasteners common to the upper chord, reinforcement straps, and body 
frame of the upper deck floor beams at BS 340 through BS 440 
inclusive, BS 500, and BS 520, on the right and left sides of the 
airplane. Repeat the open-hole HFEC inspections at intervals not to 
exceed 3,000 flight cycles.

Repair

    (k) If any cracking is found during any inspection required by 
paragraph (j)(1) or (j)(2) of this AD: Before further flight, repair 
in accordance with a method approved by the Manager, Seattle ACO, or 
in accordance with data meeting the type certification basis of the 
airplane approved by a Boeing Company DER who has been authorized by 
the Manager, Seattle ACO, to make such findings. For a repair method 
to be approved, the approval must specifically refer to this AD.

Alternative Methods of Compliance

    (l)(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 98-09-17, amendment 39-10498, are approved as 
alternative methods of compliance with paragraphs (a), (b), and (c) 
of this AD.

    Note 6: 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

    (m) 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.

    Issued in Renton, Washington, on June 11, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-15325 Filed 6-17-03; 8:45 am]
BILLING CODE 4910-13-P