[Federal Register Volume 70, Number 178 (Thursday, September 15, 2005)]
[Proposed Rules]
[Pages 54484-54486]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-18319]


 ========================================================================
 Proposed Rules
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
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  Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / 
Proposed Rules  

[[Page 54484]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22437; Directorate Identifier 2005-NM-082-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-400, 747-400D, and 
747-400F Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (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 747-400, 747-400D, and 747-400F series 
airplanes. This proposed AD would require repetitive detailed 
inspections for damage (degraded finish; missing, lifted, peeling, or 
blistering paint; or signs of corrosion) of the interior skin in the 
forward and aft cargo compartments, and corrective actions if 
necessary. This proposed AD is prompted by reports of skin corrosion on 
four Boeing Model 747 series airplanes that were delivered between 1995 
and 1999. We are proposing this AD to detect and correct corrosion, 
which can penetrate the thickness of the skin and cause cracking, and 
result in rapid decompression of the airplane.

DATES: We must receive comments on this proposed AD by October 31, 
2005.

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, 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 in person 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. This 
docket number is FAA-2005-22437; the directorate identifier for this 
docket is 2005-NM-082-AD.

FOR FURTHER INFORMATION CONTACT: Nicholas 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:

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-2005-22437; 
Directorate Identifier 2005-NM-082-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.

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 Docket Management System 
(DMS) receives them.

Discussion

    In April 1988, a high-cycle transport category airplane 
(specifically, a Boeing Model 737) was involved in an accident in which 
the airplane suffered major structural damage during flight. 
Investigation of this accident revealed that the airplane had numerous 
fatigue cracks and a great deal of corrosion. Subsequent inspections 
conducted by the operator on other high-cycle transport category 
airplanes in its fleet revealed that other airplanes had extensive 
fatigue cracking and corrosion.
    Prompted by the data gained from this accident, we sponsored a 
conference on aging airplanes in June 1988, which was attended by 
representatives from the aviation industry and airworthiness 
authorities from around the world. It became obvious that, because of 
the tremendous increase in air travel, the relatively slow pace of new 
airplane production, and the apparent economic feasibility of operating 
older technology airplanes rather than retiring them, increased 
attention needed to be focused on the aging airplane fleet and 
maintaining its continued operational safety.
    The Air Transport Association (ATA) of America and the Aerospace 
Industries Association (AIA) of America agreed to undertake the task of 
identifying and implementing procedures to ensure the continued 
structural airworthiness of aging transport category airplanes. An 
Airworthiness Assurance Working Group (AAWG) was established in August 
1988, with members

[[Page 54485]]

representing aircraft manufacturers, operators, regulatory authorities, 
and other aviation industry representatives worldwide. The objective of 
the AAWG was to sponsor ``Task Groups'' to:
    1. Select service bulletins, applicable to each airplane model in 
the transport fleet, to be recommended for mandatory modification of 
aging airplanes;
    2. Develop corrosion-directed inspections and prevention programs;
    3. Review the adequacy of each operator's structural maintenance 
program;
    4. Review and update the Supplemental Inspection Documents (SID); 
and
    5. Assess repair quality.
    The Working Group assigned to review Boeing Model 747 series 
airplanes completed its work on Item (2) in 1989 and developed a 
baseline program for controlling corrosion problems that may jeopardize 
the continued airworthiness of the Boeing Model 747 fleet. This program 
is contained in Boeing Document Number D6-36022, ``Aging Airplane 
Corrosion Prevention and Control Program--Model 747,'' Revision A, 
dated July 28, 1989. On November 5, 1990, we issued AD 90-25-05, 
amendment 39-6790 (55 FR 49268, November 27, 1990). That AD mandates 
Boeing Document Number D6-36022, and requires that operators of Boeing 
Model 747 series airplanes implement a Corrosion Prevention and Control 
Program (CPCP).
    Since we issued AD 90-25-05, two operators found skin corrosion on 
four Boeing Model 747 series airplanes that were delivered between 1995 
and 1999. The corrosion happened when primer peeled off in some areas 
of the skin and left the aluminum unprotected against moisture and 
corrosive elements. The operators repaired three of the airplanes by 
trimming-out the damaged skin, and one of the airplanes by blending to 
remove the damage. One other operator reported finding peeling primer, 
but no corrosion, on the interior skin surface of one airplane, below 
the cargo bay. The manufacturer investigated these incidents and found 
that the manufacturing process for the skins resulted in inadequate 
adhesion of the primer to the skin. The interior surface of the skin 
below the cargo bay is susceptible to corrosion because of the presence 
of moisture. If areas of corrosion are not repaired, the corrosion can 
penetrate the thickness of the skin and cause cracking. This condition, 
if not corrected, could result in rapid decompression of the airplane.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 747-53A2505, dated 
March 17, 2005. The service bulletin describes procedures for doing a 
detailed inspection for damage of the interior skin in the forward and 
aft cargo compartments. Damage includes a degraded finish; missing, 
lifted, peeling, or blistering paint; or signs of corrosion. If any 
damage is found, the service bulletin describes procedures for 
corrective actions. The corrective actions are restoring the finish if 
only damage to the finish is found; or repairing the affected area and 
restoring the protective finish if the finish is damaged and any 
corrosion is found. If any corrosion damage exceeds limits in the 
structural repair manual (SRM), the service bulletin states that 
operators should contact Boeing for repair instructions. If no damage 
or corrosion is found, the service bulletin states that no further 
action is necessary until the next inspection. The service bulletin 
recommends repeating the detailed inspection every four years until the 
initial inspection threshold for the applicable CPCP task in Boeing 
Document Number D6-36022 is reached. The service bulletin also requests 
that operators send reports of the inspection program and details of 
any corrosion damage and peeling primer to the manufacturer. 
Accomplishing the actions specified in the service bulletin 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 accomplishing the actions specified in the service 
information described previously, except as discussed under 
``Differences Between the Proposed AD and the Service Bulletin.''

Differences Between the Proposed AD and the Service Bulletin

    Although the service bulletin referenced in this proposed AD 
specifies to submit to the manufacturer a report of the inspection 
program and details of any corrosion damage and peeling paint primer, 
this proposed AD does not include those actions.
    The service bulletin specifies that you may contact the 
manufacturer for instructions on how to repair corrosion damage that 
exceeds limits in the SRM, but this proposed AD would require you to 
repair those conditions in one of the following ways:
     Using a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by an Authorized Representative 
for the Boeing Commercial Airplanes Delegation Option Authorization 
Organization whom we have authorized to make those findings.

Costs of Compliance

    There are about 260 airplanes of the affected design in the 
worldwide fleet. The following table provides the estimated costs for 
U.S. operators to comply with this proposed AD.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                 Number of U.S.-
                Action                   Work hours     Average labor       Parts          Cost per airplane       registered           Fleet cost
                                                        rate per hour                                               airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Detailed inspection, per inspection                10             $65             N/A  $650, per inspection                  36  $23,400, per inspection
 cycle.                                                                                 cycle.                                    cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority

[[Page 54486]]

because it addresses an unsafe condition that is likely to exist or 
develop on products identified in this rulemaking action.

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-2005-22437; Directorate Identifier 2005-NM-
082-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by October 31, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Boeing Model 747-400, 747-400D, and 747-
400F series airplanes, certificated in any category; as identified 
in Boeing Alert Service Bulletin 747-53A2505, dated March 17, 2005.

Unsafe Condition

    (d) This AD was prompted by reports of skin corrosion on four 
Boeing Model 747 series airplanes that were delivered between 1995 
and 1999. We are issuing this AD to detect and correct corrosion, 
which can penetrate the thickness of the skin and cause cracking, 
and result in rapid decompression of the airplane.

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.

Repetitive Inspections and Corrective Actions

    (f) Within 12 months after the effective date of this AD, do a 
detailed inspection for damage (degraded finish; missing, lifted, 
peeling, or blistering paint; or signs of corrosion) of the interior 
skin in the forward and aft cargo compartments. Do any applicable 
corrective actions before further flight. Except as required by 
paragraphs (g) and (h) of this AD, do all actions in accordance with 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
747-53A2505, dated March 17, 2005. Repeat the inspection thereafter 
at intervals not to exceed 48 months until accomplishing task number 
C53-125-01 of Boeing Document Number D6-36022, ``Aging Airplane 
Corrosion Prevention and Control Program--Model 747,'' Revision A, 
dated July 28, 1989, or until accomplishing tasks S53-520 and S53-
550 of Boeing Document Number D621U400-MRB, ``B747-400 Maintenance 
Review Board Report,'' Revision E, dated May 2003.

    Note 1: For the purposes of this AD, a detailed inspection is: 
``An intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
mirror, magnifying lenses, etc., may be necessary. Surface cleaning 
and elaborate procedures may be required.''

Damage that Exceeds Structural Repair Manual Limits

    (g) If any corrosion damage that exceeds the limits specified in 
the structural repair manual is found during any action required by 
this AD, and Boeing Alert Service Bulletin 747-53A2505, dated March 
17, 2005 specifies to contact Boeing for repair instructions: Before 
further flight, repair the damage using a method approved in 
accordance with paragraph (i) of this AD.

No Reporting Requirement

    (h) Although Boeing Alert Service Bulletin 747-53A2505, dated 
March 17, 2005, specifies to submit to the manufacturer a report of 
the inspection program and details of any corrosion damage and 
peeling paint primer, this AD does not include those actions.

Alternative Methods of Compliance (AMOCs)

    (i)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, 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 an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.

    Issued in Renton, Washington, on September 8, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-18319 Filed 9-14-05; 8:45 am]
BILLING CODE 4910-13-P