[Federal Register Volume 69, Number 209 (Friday, October 29, 2004)]
[Proposed Rules]
[Pages 63106-63109]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-24220]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2004-19470; Directorate Identifier 2003-NM-268-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100B SUD, -300, -400, 
and -400D Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for certain Boeing Model 747-100B SUD, -300, -400, and -400D series 
airplanes. This proposed AD would require a one-time inspection for 
discrepancies of the fuselage frame to tension tie joints at body 
stations (BS) 1120 through 1220 and to determine if steel splice plates 
are installed on the fuselage frames, and related investigative and 
corrective actions. This proposed AD is prompted by reports indicating 
that severed tension ties were found at the fuselage frame joints at BS 
1120 and 1140. We are proposing this AD to prevent fatigue cracking of 
the fuselage frame to tension tie joints, which could result in 
severing of the tension ties and consequent rapid decompression of the 
airplane fuselage.

DATES: We must receive comments on this proposed AD by December 13, 
2004.

ADDRESSES: Use one of the following addresses to submit comments on 
this proposed AD.
     DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     By fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street, SW., Washington,

[[Page 63107]]

DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays.
    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
    You can examine the contents of this AD docket on the Internet at 
http://dms.dot.gov, or at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, SW., room PL-401, on 
the plaza level of the Nassif Building, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Technical Information: Ivan Li, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 917-6437; fax (425) 917-6590.
    Plain language information: Marcia Walters, [email protected].

SUPPLEMENTARY INFORMATION:

Docket Management System (DMS)

    The FAA has implemented new procedures for maintaining AD dockets 
electronically. As of May 17, 2004, new AD actions are posted on DMS 
and assigned a docket number. We track each action and assign a 
corresponding directorate identifier. The DMS AD docket number is in 
the form ``Docket No. FAA-2004-99999.'' The Transport Airplane 
Directorate identifier is in the form ``Directorate Identifier 2004-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier 
(``Old Docket Number'') as a cross-reference for searching purposes.

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2004-19470; 
Directorate Identifier 2003-NM-268-AD'' in the subject line of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the proposed AD. We will 
consider all comments submitted by the closing date and may amend the 
proposed AD in light of those comments.
    We will post all comments we receive, without change, to http://dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this proposed AD. Using the search function of 
that Web site, anyone can find and read the comments in any of our 
dockets, including the name of the individual who sent the comment (or 
signed the comment on behalf of an association, business, labor union, 
etc.). You can review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
can visit http://dms.dot.gov.
    We are reviewing the writing style we currently use in regulatory 
documents. We are interested in your comments on whether the style of 
this document is clear, and your suggestions to improve the clarity of 
our communications that affect you. You can get more information about 
plain language at http://www.faa.gov/language and http://www.plainlanguage.gov.

Examining the Docket

    You can examine the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

Discussion

    We have received a report indicating that severed tension ties at 
the fuselage frame joints at body stations (BS) 1120 and 1140 were 
found on a Model 747-400 series airplane. The cause of the severed ties 
was fatigue cracking due to incorrect splice plate installation during 
the manufacturing process. The splice plates that were installed were 
made of aluminum instead of steel. When the severed tension ties were 
found, the airplane had accumulated approximately 6,505 total flight 
cycles and 52,334 total flight hours. Inspection of another Model 747-
400 series airplane revealed loose fasteners at the frame to tension 
tie joints. Loose fasteners in the joints increase the potential for 
fatigue cracking. That airplane had accumulated approximately 5,875 
total flight cycles and 49,426 total flight hours. Inadequate 
installation procedures have been determined as the root cause of these 
incidents. Fatigue cracking of the fuselage frame to tension tie 
joints, if not found and fixed, could result in severing of the tension 
ties and consequent rapid decompression of the airplane fuselage.
    The fuselage frame to tension tie joints on certain Model 747-100B 
SUD, -300, and -400D series airplanes are identical to those on the 
affected Model 747-400 series airplanes. Therefore, all of these models 
may be subject to the same unsafe condition.

Relevant Service Information

    We have reviewed Boeing Special Attention Service Bulletin 747-53-
2483, Revision 1, dated August 28, 2003. The service bulletin describes 
procedures for a one-time detailed visual inspection for discrepancies 
(cracks; loose, missing, or damaged fasteners or collars) of the 
fuselage frame to tension tie joints at BS 1120 through 1220, and to 
determine if steel splice plates are installed on the fuselage frame, 
and related investigative and corrective actions. The investigative and 
corrective actions include performing an open-hole eddy current 
inspection of the fastener holes if loose, missing, or damaged 
fasteners or collars are found, and installing new fasteners if 
necessary.
    The service bulletin also specifies that operators may contact the 
manufacturer for disposition of certain repair instructions, and 
recommends that the manufacturer be contacted if an aluminum splice 
plate is installed.
    Accomplishing the actions specified in the service information is 
intended to adequately address the unsafe condition.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to exist or develop on other airplanes 
of this same type design. Therefore, we are proposing this AD, which 
would require you to use the service information described previously 
to perform the actions, except as discussed under ``Differences Between 
the Proposed AD and Service Bulletin.''

Differences Between the Proposed AD and Service Bulletin

    The service bulletin provides the following information in Note 5 
of the Accomplishment Instructions: ``For the purposes of this service 
bulletin, do not count flight-cycles with a cabin pressure differential 
of 2.0 [pounds per square inch (psi)] or less. However, any flight-
cycle with momentary spikes in cabin pressure differential above 2.0 
psi must be included as a full-pressure flight-cycle. Cabin pressure 
records must be maintained for each airplane. Fleet averaging of cabin 
pressure is not allowed.'' We have determined that an adjustment of 
flight cycles due to a lower cabin differential pressure is not 
substantiated and will not be allowed

[[Page 63108]]

for use in determining the flight cycle threshold for this proposed AD.
    The service bulletin also specifies that, if repair requirements 
exceed allowable repair criteria, operators may contact the 
manufacturer for disposition of repair instructions. This proposed AD 
would require operators to repair these conditions in accordance with a 
method approved by the FAA or in accordance with data meeting the type 
certification basis of the airplane approved by a Boeing Company 
Designated Engineering Representative who has been authorized by the 
FAA to make such findings.
    The service bulletin also recommends that the manufacturer be 
contacted for repair instructions if an aluminum splice plate is 
installed, but this proposed AD would require replacement of the plate 
with a new plate in accordance with a method approved by the FAA, or in 
accordance with data meeting the type certification basis of the 
airplane approved by a Boeing Company Designated Engineering 
Representative who has been authorized by the FAA to make those 
findings.
    The service bulletin specifies to submit certain information to the 
manufacturer, but this proposed AD does not include that requirement.
    Although the service bulletin defines a ``detailed visual'' 
inspection for discrepancies, we have determined that the procedures in 
the service bulletin should be described as a ``detailed inspection.'' 
A note has been added to define that type of inspection.

Costs of Compliance

    This proposed AD would affect about 67 airplanes of U.S. registry 
and 537 airplanes worldwide. The proposed inspection would take about 2 
work hours per airplane, at an average labor rate of $65 per work hour. 
Based on these figures, the estimated cost of the proposed AD for U.S. 
operators is $8,710, or $130 per airplane.

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD 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.
    For the reasons discussed above, I certify that the 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. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD. See the ADDRESSES section for a location 
to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 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. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive (AD):

Boeing: Docket No. FAA-2004-19470; Directorate Identifier 2003-NM-
268-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by December 13, 2004.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Model 747-100B SUD, -300, -400, and -400D 
series airplanes; certificated in any category; as listed in Boeing 
Special Attention Service Bulletin 747-53-2483, Revision 1, dated 
August 28, 2003.

Unsafe Condition

    (d) This AD was prompted by reports indicating that severed 
tension ties were found at the fuselage frame joints at body 
stations (BS) 1120 and 1140. We are issuing this AD to prevent 
fatigue cracking of the fuselage frame to tension tie joints, which 
could result in severing of the tension ties and consequent rapid 
decompression of the airplane fuselage.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

One-Time Inspection/Investigative and Corrective Actions

    (f) Before the accumulation of 4,000 total flight cycles or 
within 1,000 flight cycles after the effective date of this AD, 
whichever is later: Perform a detailed inspection for discrepancies 
of the fuselage frame to tension tie joints at BS 1120 through BS 
1220, and to determine if steel splice plates are installed on the 
fuselage frames. Do the inspection in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2483, Revision 1, dated August 28, 2003. Do any 
applicable investigative and corrective actions before further 
flight in accordance with the service bulletin, except as provided 
by paragraph (h) of this AD.

    Note 1: For the purposes of this AD, a detailed inspection is: 
``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.''

Determining Number of Flight Cycles for Compliance Time

    (g) For the purposes of calculating the compliance threshold for 
the actions required by paragraph (f) of this AD, all pressurized 
flight cycles, including the number of flight cycles in which cabin 
differential pressure is at 2.0 pounds per square inch (psi) or 
less, must be counted when determining the number of flight cycles 
that have occurred on the airplane. Where the service bulletin and 
this AD differ, the AD prevails..

Repair Requirements

    (h) For any repairs outside the limits of Boeing Special 
Attention Service Bulletin 747-53-2483, Revision 1, dated August 28, 
2003, or if any aluminum splice plate is installed on the fuselage 
frames: Repair or replace, as applicable, 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 or 
replacement method to be approved, as required by this paragraph, 
the approval must specifically reference this AD.

Actions Accomplished Per Previous Issue of Service Bulletin

    (i) Inspections and corrective actions accomplished before the 
effective date of this AD in accordance with Boeing Special 
Attention Service Bulletin 747-53-2483, dated October 24, 2002, are 
considered acceptable for compliance with the corresponding actions 
specified in this AD.

No Reporting Requirements

    (j) Although the Accomplishment Instructions of Boeing Special 
Attention

[[Page 63109]]

Service Bulletin 747-53-2483, Revision 1, dated August 28, 2003; 
describe procedures for submitting certain information to the 
manufacturer, this AD does not require that action.

Alternative Methods of Compliance (AMOCs)

    (k)(1) The Manager, Seattle ACO, has the authority to approve 
AMOCs for this AD, if requested in accordance with the procedures 
found in 14 CFR 39.19.
    (2) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by a 
Boeing Company Designated Engineering Representative who has been 
authorized by the Manager, Seattle ACO, to make those findings. For 
a repair method to be approved, the approval must specifically refer 
to this AD.

    Issued in Renton, Washington, on October 21, 2004.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-24220 Filed 10-28-04; 8:45 am]
BILLING CODE 4910-13-P