[Federal Register Volume 69, Number 28 (Wednesday, February 11, 2004)]
[Rules and Regulations]
[Pages 6542-6546]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-2571]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-238-AD; Amendment 39-13453; AD 2004-03-09]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200F, 747-200C, 747-300, 747SR, and 747SP 
Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-200F, 747-200C, 747-300, 747SR, and 747SP series airplanes. 
This AD requires repetitive inspections for discrepancies of the 
structure near and common to the upper chord and splice fittings of the 
rear spar of the wing, and repair if necessary. This AD also provides 
for an optional modification that, if accomplished, terminates the 
repetitive inspection requirement, but would necessitate eventual post-
modification inspections. This action is necessary to find and fix 
fatigue cracking of structure near and common to the upper chord and 
splice fittings of the rear spar of the wing, which could result in 
loss of structural integrity of the airplane. This action is intended 
to address the identified unsafe condition.

DATES: Effective March 17, 2004.
    The incorporation by reference of a certain publication listed in 
the regulations is approved by the Director of the Federal Register as 
of March 17, 2004.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplanes, 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: Nick Kusz, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
917-6432; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) to include an airworthiness 
directive (AD) that is applicable to all Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200F, 747-200C, 747-300, 747SR, and 
747SP series airplanes was published in the Federal Register on June 
18, 2003 (68 FR 36506). That action proposed to require repetitive 
inspections for discrepancies of the structure near and common to the 
upper chord and splice fittings of the rear spar of the wing, and 
repair if necessary. That action also proposed to provide for an 
optional modification that, if accomplished, would terminate the 
repetitive inspection requirement, but would necessitate eventual post-
modification inspections.

Comments

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

Request To Change Paragraph (c) of the Proposed AD

    One commenter, the manufacturer, requests a change to paragraph (c) 
of the proposed AD to state, ``If any cracking, corrosion, or damage is 
found * * *'' rather than ``If any cracking is found * * *''. The 
commenter states that corrosion is often present in bolt holes vacated 
by alloy steel bolts, and that damage can occur during removal and 
installation of bolts. The commenter also requests that paragraph (c) 
be changed to reference ``Part 3--Inspection and Repair,'' of the 
Accomplishment Instructions of Boeing Service Bulletin 747-57A2314, 
Revision 1, dated January 9, 2003 (which is

[[Page 6543]]

referenced in the proposed AD as the appropriate source of service 
information for the required actions) for the proposed repair for 
cracked, corroded, and damaged fastener holes.
    The FAA agrees. The comments clarify the types of discrepancies for 
operators to look for and point out which part of the Accomplishment 
Instructions of Boeing Service Bulletin 747-57A2314, Revision 1, dated 
January 9, 2003, contains the necessary instructions for repair. We 
have revised paragraph (c) of the final rule to include the requested 
changes. For the same reason, we have added reference to paragraph (d) 
of the final rule and Part 4 of the service bulletin.

Request To Change Paragraph (d) of the Proposed AD

    The same commenter requests a change to paragraph (d) of the 
proposed AD to include a reference to the installation of new bushings, 
as required. The request is intended to make the wording in the 
proposed AD consistent with the wording in Boeing Service Bulletin 747-
57A2314, Revision 1, dated January 9, 2003.
    The FAA agrees. The comments clarify the type of modification that 
is allowed in Boeing Service Bulletin 747-57A2314, Revision 1, dated 
January 9, 2003. We have revised paragraph (d) of the final rule to 
include the requested change.

Request To Change Paragraph (e) of the Proposed AD to Reference H-11 
Bolts

    The same commenter requests that paragraph (e) of the proposed AD 
include a reference to an ultrasonic or magnetic particle inspection of 
removed H-11 bolts, and a reference to a detailed inspection of other 
non H-11 removed bolts for cracking, corrosion, or damage. The 
commenter states that a visual inspection of H-11 steel bolts is not 
adequate for finding cracks in these bolts because H-11 bolts are 
susceptible to stress corrosion cracking. The commenter further states 
that it is necessary to find small cracks by non-destructive test (NDT) 
methods before the cracks grow long enough to fracture the H-11 bolts 
and cause the loss of shear load capability in the splices. The 
commenter adds that a detailed visual inspection is adequate for 
finding damage to titanium or Inconel bolts because these bolts are not 
susceptible to stress corrosion cracking.
    The FAA does not agree with the proposed changes to paragraph (e) 
of the AD. Paragraph (e) requires inspections only after the 
modification per paragraph (d) has been accomplished. Once the optional 
modification in paragraph (d) of the AD is accomplished, all H-11 bolts 
will have been replaced with updated Inconel bolts, thereby eliminating 
the need for inspections of H-11 bolts. Therefore, we have determined 
that no instructions referring to H-11 bolts in the post-modification 
instructions are necessary. No change to the final rule is necessary on 
this issue.

Request To Change Paragraph (e)(2) of the Proposed AD to Refer to Part 
5 of the Service Bulletin

    The same commenter requests a change to paragraph (e)(2) of the 
proposed AD to include a reference to Part 5 of Boeing Service Bulletin 
747-57A2314, Revision 1, dated January 9, 2003, which contains 
instructions for repairing cracked holes found during post modification 
inspections.
    The FAA agrees. The comments clarify where to find the repair 
instructions in the Accomplishment Instructions of Boeing Service 
Bulletin 747-57A2314, Revision 1, dated January 9, 2003. We have 
revised paragraph (e)(2) of the final rule to include the requested 
change.

Request To Change Paragraph (f) of the Proposed AD

    The same commenter requests that the FAA change paragraph (f) of 
the proposed AD to include a reference to the original release of 
Boeing Alert Service Bulletin 747-57A2314, dated June 28, 2001. The 
purpose of the change would be to ensure that operators are aware that 
inspections, repairs, or modifications accomplished before the 
effective date of the proposed AD, per the original release or Revision 
1 of the service bulletin are acceptable methods of compliance.
    While the FAA agrees with the intent of the comment, we find that 
paragraph (f) of the AD already provides for acceptable use of the 
original release of the service bulletin. In addition, the AD implies 
that actions accomplished previously per Revision 1 of the service 
bulletin are acceptable because the proposed AD is written to address 
the actions required by Boeing Service Bulletin 747-57A2314, Revision 
1, dated January 9, 2003, which was inadvertently listed by the 
commenter as having a date of June 28, 2001. Operators are given credit 
for work previously performed by the means of the phrase in the 
``Compliance'' section of the AD that states, ``Required as indicated, 
unless accomplished previously.'' Therefore, in the case of this AD, if 
the required inspections, repairs, or modifications have been 
accomplished before the effective date of this AD, this AD does not 
require that they be repeated. No change to the final rule is necessary 
on this issue.

Request To Change Paragraph (j) of the Proposed AD

    The same commenter requests that the FAA include paragraph (e) of 
the proposed AD in the list in paragraph (j) of the proposed AD. 
Paragraph (j) of the proposed AD contains a list of paragraphs that are 
excepted from the restriction on the installation of any alloy steel 
bolt in any location specified in the proposed AD on any airplane 
listed in the applicability of the proposed AD. The commenter states 
that both paragraph (e) of the proposed AD and Figure 2, Table 3 of 
Boeing Service Bulletin 747-57A2314, Revision 1, allow for re-
installation of alloy steel bolts provided that they have been 
inspected by ultrasonic or magnetic particle inspection and found to be 
free of cracks, corrosion, or damage. The commenter states that the 
requirement to replace undamaged H-11 alloy steel bolts will result in 
unnecessary cost to the operators and will conflict with the service 
bulletin. The commenter further states that airplanes may be 
unnecessarily grounded by the lack of replacement Inconel bolts, which 
are difficult to procure, and that the requirement would place an 
economic burden on the manufacturer to maintain a large inventory of 
replacement bolts.
    In addition, the commenter states that the manufacturer has 
received no reports of multiple H-11 bolt fractures in the splice at 
the rear spar upper chord side of the body splice and upper surface 
stringer 1. As a result, the commenter states, flight safety is 
provided by existing maintenance. The commenter further states that 
Boeing Service Bulletin 747-57A2314, Revision 1, dated January 9, 2003, 
requires ultrasonic or magnetic particle inspection of the alloy steel 
bolts during each repeat inspection of the bolt holes, and that the 
bolts must be free of cracks before they can be re-installed in the 
holes. According to the commenter, the repeat inspections every 6,000 
to 13,000 flight cycles, and the replacement of the alloy steel bolts 
with Inconel bolts during splice modification provide an additional 
level of safety.
    The FAA does not agree with this request to add paragraph (e) of 
the proposed AD to the list of paragraphs that are excepted from the 
restriction on the installation of any alloy steel bolt in paragraph 
(j) of the proposed AD. In reaching this conclusion, we considered that 
paragraph (e) does not allow for the re-installation of alloy steel (H-
11) bolts because, in order for the post-

[[Page 6544]]

modification inspections of paragraph (e) to be necessary, the optional 
modification of paragraph (d) must have been previously accomplished. 
If the operators chooses to accomplish the optional modification of 
paragraph (d), all alloy steel (H-11) bolts are required to be replaced 
with Inconel bolts. Also, it is important that once the Inconel bolts 
are installed as part of the modification, they are not replaced by 
alloy steel (H-11) bolts in the future. No change to the final rule is 
necessary on this issue.

Explanation of Change Made to the Proposed AD

    The FAA has changed all references to a ``Boeing Alert Service 
Bulletin 747-57A2314, Revision 1'' in the proposed AD to ``Boeing 
Service Bulletin 747-57A2314, Revision 1'' in this final rule. We have 
also changed the paragraph (j) to refer to the H-11 bolt for clarity.

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.

Changes to 14 CFR Part 39/Effect on the Proposed AD

    On July 10, 2002, the FAA issued a new version of 14 CFR part 39 
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance. However, for clarity and consistency in this final rule, we 
have retained the language of the NPRM regarding that material.

Change to Labor Rate Estimate

    We have 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 $60 to $65 per 
work hours. The cost impact information, below, reflects this increase 
in the specified hourly labor rate.

Cost Impact

    There are approximately 593 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 176 airplanes of U.S. registry 
are affected by this AD.
    It will take approximately 8 work hours per airplane to accomplish 
the required inspection, at an average labor rate of $65 per work hour. 
Based on these figures, the cost impact of the required inspection on 
U.S. operators is estimated to be $91,520, or $520 per airplane, per 
inspection cycle.
    The cost impact figure discussed above is 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.
    Should an operator elect to accomplish the optional terminating 
action that is provided by this AD action, it will take approximately 
22 work hours to accomplish it, at an average labor rate of $65 per 
work hour. The cost of required parts will be approximately $10,700 per 
airplane. Based on these figures, the cost impact of the optional 
terminating action will be approximately $12,130 per airplane.
    If the optional terminating action provided by this AD action is 
accomplished, an eventual post-modification inspection is necessary. 
That inspection will take approximately 8 work hours per airplane to 
accomplish, at an average labor rate of $65 per work hour. Based on 
these figures, the cost impact of the post modification inspections 
would be approximately $250 per airplane, per inspection cycle.

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.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
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

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. Section 39.13 is amended by adding the following new airworthiness 
directive:

2004-03-09 Boeing: Amendment 39-13453. Docket 2001-NM-238-AD.

    Applicability: All Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-200F, 747-200C, 747-300, 747SR, and 747SP 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 (k) 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 find and fix fatigue cracking of structure near and common to 
the upper chord and splice fittings of the rear spar of the wing, 
which could result in loss of structural integrity of the airplane, 
accomplish the following:

Initial Inspections

    (a) Perform inspections for discrepancies of the structure near 
and common to the upper chord and splice fittings of the rear spar 
of the wing, per Part 2 of the Accomplishment Instructions of Boeing 
Service Bulletin 747-57A2314, Revision 1, dated January 9, 2003. The 
inspection procedures include removing existing bolts; performing an 
ultrasonic or

[[Page 6545]]

magnetic particle inspection for cracking of removed H-11 bolts; 
performing a detailed inspection of all other removed bolts for 
cracking, corrosion, or damage; replacing cracked, corroded, or 
damaged bolts with new improved bolts; removing any installed repair 
bushings; performing an open-hole high frequency eddy current (HFEC) 
inspection for cracking of the bolt holes; installing new bushings, 
if necessary; reinstalling bolts that are not cracked, corroded, or 
damaged; torquing the nuts; performing a detailed inspection of the 
shim between the kick fitting and bulkhead strap for cracking or 
migration; and replacing the shim with a new shim if necessary, 
except as provided by paragraph (h) of this AD. Do the initial 
inspection at the time specified in paragraph (a)(1) or (a)(2) of 
this AD, whichever is later.
    (1) Inspect at the earlier of the applicable times specified in 
the ``Flights'' and ``Hours'' columns under the heading ``Initial 
Inspection Threshold'' in Table 1 of Figure 1 of the service 
bulletin. Where the ``Initial Inspection Threshold'' column of Table 
1 of Figure 1 of the service bulletin specifies ``flights'' and 
``hours,'' for the purposes of this paragraph the numbers in that 
column are considered to be the airplane's total flight cycles and 
total flight hours.
    (2) Inspect within 18 months after the effective date of this 
AD.

    Note 2: 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.''

Repetitive Inspections

    (b) Repeat the inspection required by paragraph (a) of this AD 
at intervals not to exceed the earlier of the times specified in the 
``Flights'' and ``Hours'' columns under the heading ``Repeat 
Inspection Intervals'' in Table 1 of Figure 1 of Boeing Service 
Bulletin 747-57A2314, Revision 1, dated January 9, 2003, until 
paragraph (d) of this AD is accomplished. Where the ``Repeat 
Inspection Intervals'' column of Table 1 of Figure 1 of the service 
bulletin specifies ``flights'' and ``hours,'' for the purposes of 
this paragraph, the figures in that column are considered to be the 
number of flight cycles and flight hours from the time of the most 
recent inspection per paragraph (a) or (b) of this AD, except as 
provided by paragraph (g) of this AD.

Repair

    (c) If any cracking, corrosion, or damage is found during any 
inspection required by paragraph (a), (b) or (d) of this AD, before 
further flight, repair per Part 3 or 4 (as applicable) of the 
Accomplishment Instructions of Boeing Service Bulletin 747-57A2314, 
Revision 1, dated January 9, 2003, except as provided by paragraph 
(h) of this AD.

Optional Modification

    (d) Accomplishment of the modification specified in Part 4 of 
the Accomplishment Instructions of Boeing Service Bulletin 747-
57A2314, Revision 1, dated January 9, 2003, constitutes terminating 
action for the initial inspections required by paragraph (a) of this 
AD and the repetitive inspections required by paragraph (b) of this 
AD, provided that the repetitive post-modification inspections 
required by paragraph (e) of this AD are initiated at the applicable 
time. The modification procedures include removing installed repair 
bushings, performing an open-hole HFEC inspection for cracking of 
the bolt holes, repairing any cracking that is found, oversizing 
bolt holes, and installing new bushings as required, and new 
improved bolts.

Post-Modification Inspections

    (e) For airplanes on which the optional modification specified 
in paragraph (d) of this AD is accomplished: At the earlier of the 
times specified in the ``Flights'' and ``Hours'' columns under the 
heading ``Post Modification Threshold'' in Table 2 of Figure 1 of 
Boeing Service Bulletin 747-57A2314, Revision 1, dated January 9, 
2003, perform a post-modification inspection per Part 5 of the 
Accomplishment Instructions of Boeing Service Bulletin 747-57A2314, 
Revision 1, dated January 9, 2003. The inspection procedures include 
removing existing bolts; performing a detailed inspection of removed 
bolts for cracking, corrosion, or damage; replacing cracked, 
corroded, or damaged bolts with new bolts; removing any installed 
repair bushings; performing an open-hole HFEC inspection for 
cracking of the bolt holes; installing new bushings if necessary; 
reinstalling bolts that are not cracked, corroded, or damaged; 
torquing the nuts; performing a detailed inspection of the shim 
between the kick fitting and bulkhead strap for cracking or 
migration; and replacing the shim with a new shim if necessary; 
except as provided by paragraph (h) of this AD. Where the ``Post 
Modification Inspection Threshold'' column of Table 2 of Figure 1 of 
the service bulletin specifies ``flights'' and ``hours,'' for the 
purposes of this paragraph, the numbers in that column are 
considered to be the flight cycles and flight hours after 
accomplishment of the modification specified in paragraph (d) of 
this AD.
    (1) Repeat the inspection at intervals not to exceed the earlier 
of the times specified in the ``Flights'' and ``Hours'' columns 
under the heading ``Post Modification Repeat Inspection Intervals'' 
in Table 2 of Figure 1 of the service bulletin. Where the ``Post 
Modification Repeat Inspection Intervals'' column of Table 2 of 
Figure 1 of the service bulletin specifies ``flights'' and 
``hours,'' for the purposes of this paragraph, the numbers in that 
column are considered to be the flight cycles and flight hours since 
the most recent inspection per paragraph (e) or (e)(1) of this AD.
    (2) If any cracking is found during any inspection required by 
paragraph (e) or (e)(1) of this AD, before further flight, repair 
per Part 5 of the Accomplishment Instructions of Boeing Service 
Bulletin 747-57A2314, Revision 1, dated January 9, 2003, except as 
provided by paragraph (h) of this AD.

Actions Accomplished per Previous Issue of Service Bulletin

    (f) Inspections, repairs, or modifications accomplished before 
the effective date of this AD per Boeing Alert Service Bulletin 747-
57A2314, including Appendix A and B, dated June 28, 2001, are 
considered acceptable for compliance with the corresponding action 
specified in this AD, except as provided by paragraph (h) of this 
AD.
    (g) As specified in Flag Note 1 of the logic diagram in Figure 1 
of Boeing Service Bulletin 747-57A2314, Revision 1, dated January 9, 
2003: An inspection accomplished before the effective date of this 
AD per Figure 4, Step 14, of Boeing Service Bulletin 747-57-2110, 
Revision 6, dated November 21, 1991; or Revision 7, dated April 23, 
1998; is considered acceptable, as applicable, for compliance with 
the initial inspection required by paragraph (a) of this AD. An 
inspection accomplished before the effective date of this AD per 
Figure 4, Step 9, of Boeing Service Bulletin 747-57-2110, Revision 
3, dated February 19, 1987; Revision 4, dated May 26, 1988; and 
Revision 5, dated October 26, 1989; is also considered acceptable, 
as applicable, for compliance with the initial inspection required 
by paragraph (a) of this AD. The first repeat inspection per 
paragraph (b) of this AD must be accomplished at the applicable 
interval established in paragraph (b) of this AD after the most 
recent inspection per Figure 4, Step 14, of Boeing Service Bulletin 
747-57-2110, Revision 6 or 7; or Figure 4, Step 9, of Boeing Service 
Bulletin 747-57-2110, Revision 3, 4, or 5.

Exception to Instructions in Service Bulletin

    (h) Where Boeing Service Bulletin 747-57A2314, Revision 1, dated 
January 9, 2003, specifies to contact Boeing for appropriate action, 
before further flight, repair per a method approved by the Manager, 
Seattle Aircraft Certification Office (ACO), or per 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, the approval must specifically 
reference this AD.
    (i) Although Appendix B of Boeing Service Bulletin 747-57A2314, 
Revision 1, dated January 9, 2003, refers to a reporting 
requirement, such reporting is not required by this AD.

Parts Installation

    (j) Except as provided by paragraphs (a) and (b) of this AD, as 
of the effective date of this AD, no person may install any alloy 
steel (H-11) bolt in any location specified in this AD on any 
airplane listed in the applicability of this AD.

Alternative Methods of Compliance

    (k) 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

[[Page 6546]]

comments and then send it to the Manager, Seattle ACO.

    Note 3: 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

    (l) 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

    (m) Unless otherwise specified in this AD, the actions shall be 
done in accordance with Boeing Service Bulletin 747-57A2314, 
Revision 1, dated January 9, 2003. This incorporation by reference 
was approved by the Director of the Federal Register in accordance 
with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from 
Boeing Commercial Airplanes, 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

    (n) This amendment becomes effective on March 17, 2004.

    Issued in Renton, Washington, on January 29, 2004.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-2571 Filed 2-10-04; 8:45 am]
BILLING CODE 4910-13-P