[Federal Register Volume 72, Number 145 (Monday, July 30, 2007)]
[Rules and Regulations]
[Pages 41433-41436]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-14140]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-27359; Directorate Identifier 2006-NM-042-AD; 
Amendment 39-15136; AD 2007-15-07]
RIN 2120-AA64


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

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 
747-300, 747SR, and 747SP series airplanes. This AD requires repetitive 
high frequency eddy current inspections for cracks of the fuselage skin 
at stringer 5 left and right between stations 340 and 350, and 
corrective actions if necessary. This AD results from reports of 
fatigue cracks in the fuselage skin near stringer 5 between stations 
340 and 350. We are issuing this AD to detect and correct fatigue 
cracking of the fuselage skin near stringer 5. Cracks in this area 
could join together and result in in-flight depressurization of the 
airplane.

DATES: This AD becomes effective September 4, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of September 4, 
2007.

[[Page 41434]]


ADDRESSES: You may examine the AD docket on the Internet at http://dms.dot.gov or in person at the U.S. Department of Transportation, 
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 
New Jersey Avenue, SE., Washington, DC.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at http://dms.dot.gov or in person at the Docket Operations 
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Operations office (telephone (800) 647-5527) is 
located on the ground floor of the West Building at the street address 
stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to certain Boeing Model 
747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 
747SP series airplanes. That NPRM was published in the Federal Register 
on March 6, 2007 (72 FR 9877). That NPRM proposed to require repetitive 
high frequency eddy current inspections for cracks of the fuselage skin 
at stringer 5 left and right between stations 340 and 350, and 
corrective actions if necessary.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Support for the NPRM

    Boeing concurs with the NPRM.

Request for Alternative Method of Repair

    Air Transport Association (ATA) on behalf of its member United 
Parcel Service (UPS), requests that we allow the use of an alternate 
method of repair. UPS notes that ``Boeing Alert Service Bulletin 747-
53A2542 allows operators to install a repair in accordance with the 
Boeing 747-100/200/300 Structural Repair Manual (SRM) 53-30-03, 
provided that the repair is removed and replaced with the Boeing 
Service Bulletin 747-53-2272 modification prior to the threshold of AD 
90-06-06.'' (We referred to Service Bulletin 747-53-2272, Revision 17, 
dated November 18, 1999; and Revision 18, dated May 16, 2002; as 
appropriate sources of service information for doing the terminating 
action specified in paragraph (g) of the NPRM.) UPS believes that this 
option is beneficial to operators, in that it would allow operators to 
effect repairs (if necessary) in an expedient manner, and that this is 
especially important given that the proposed initial inspection 
compliance time of 250 cycles may not be sufficient to allow 
accomplishing the initial inspection in a normal C-check environment. 
UPS believes that the NPRM should be re-formatted to more clearly 
specify inspection, repair, and terminating action requirements. 
Therefore, UPS requests that paragraph (f) be modified to include a 
standard repair per Boeing 747-100/200/300 SRM 53-30-03 as an 
acceptable alternative for repairing the crack(s), for airplanes which 
have not reached the incorporation threshold of AD 90-06-06 (20,000 
flights is one incorporation threshold described by AD 90-06-06). The 
SRM repair would then be removed and replaced by the permanent repair 
per Service Bulletin 747-53-2272, Revision 18 or earlier, prior to 
reaching 20,000 total aircraft cycles (flights). Further, to clarify 
the inspection, repair and terminating action requirements, UPS 
provides a revised paragraph (f) and suggests new paragraphs (g) and 
(h), which would lead to re-identifying subsequent existing paragraphs.
    We agree with UPS that the described SRM repair option is 
beneficial to operators and should be allowed. However, this option is 
already allowed. Paragraph (f) of the AD requires doing applicable 
corrective actions in accordance with Boeing Alert Service Bulletin 
747-53A2542, dated February 16, 2006. The corrective actions described 
in the alert service bulletin permit operators to choose the option of 
doing the SRM repair followed by eventual replacement with the 
permanent repair described in Boeing Service Bulletin 747-53-2272, 
Revision 18, dated May 16, 2002. Therefore, we have determined that the 
option described by UPS is already available to the operators, and no 
change is needed to the AD in this regard.

Change Made to Paragraph (b) of the AD

    We have revised this action to clarify the effects of AD 90-06-06, 
amendment 39-6490 (55 FR 8374, March 7, 1990) on the repetitive 
inspection requirements of paragraph (f) of this AD. We have moved the 
reference to AD 90-06-06 from paragraph (b) to new paragraph (g) of 
this AD, and reidentified existing paragraphs (g) and (h) of this AD 
accordingly.

Change Made to Paragraph (g) of the AD

    We have changed paragraph (g) of the AD to specify that the actions 
required in that paragraph must be done in accordance with a method 
approved by the Manager, Seattle Aircraft Certification Office, FAA, 
and that Boeing Service Bulletin 747-53-2272, Revision 18, dated May 
16, 2002, and earlier revisions, are one approved method of compliance 
for doing the required actions. After the effective date of this AD, no 
revision of Service Bulletin 747-53-2272 other than Revision 18 is 
acceptable as an approved method of compliance. Further, as described 
above, we have re-identified existing paragraph (g) as paragraph (h) of 
this AD.

Clarification of Alternative Method of Compliance (AMOC) Paragraph

    We have revised this action to clarify the appropriate procedure 
for notifying the principal inspector before using any approved AMOC on 
any airplane to which the AMOC applies.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 281 airplanes of the affected design in the 
worldwide fleet. This AD will affect about 92 airplanes of U.S. 
registry. The required inspection will take about 4 work hours per 
airplane, at an average labor rate of $80 per work hour. Based on these 
figures, the estimated cost of the inspection for U.S. operators is 
$29,440, or $320 per airplane, per inspection cycle.
    For Group 2 airplanes (about 4 of U.S. registry), the mandatory 
terminating action for the repetitive inspections will take about 1,240 
work hours, at an average labor rate of $80 per work hour. The 
manufacturer states that it will supply required parts to the operators 
at no cost. Based on these figures, the estimated cost of the 
terminating action

[[Page 41435]]

for U.S. operators is $396,800, or $99,200 per airplane.

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 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 AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that this AD:
    (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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. 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, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 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. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2007-15-07 Boeing: Amendment 39-15136. Docket No. FAA-2007-27359; 
Directorate Identifier 2006-NM-042-AD.

Effective Date

    (a) This AD becomes effective September 4, 2007.

Affected ADs

    (b) Installing external skin doublers as required only for Group 
2 airplanes by paragraph (h) of this AD, ends the repetitive 
inspections of the fuselage skin required by paragraph (f) of AD 
2005-08-01, amendment 39-14053, only for the area near the flight 
deck windows modified by the external skin doublers.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-200B, 
747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes, 
certificated in any category; as identified in Boeing Alert Service 
Bulletin 747-53A2542, dated February 16, 2006.

Unsafe Condition

    (d) This AD results from reports of fatigue cracks in the 
fuselage skin near stringer 5 between body stations 340 and 350. We 
are issuing this AD to detect and correct fatigue cracking of the 
fuselage skin near stringer 5. Cracks in this area could join 
together and result in in-flight depressurization 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.

Inspections and Corrective Actions

    (f) For any airplane that has not had external skin doublers 
installed around the left- or right-side Number 3 flight deck window 
in accordance with Boeing Service Bulletin 747-53-2272, Revision 18, 
dated May 16, 2002, or an earlier revision: Do the applicable 
actions described in paragraphs (f)(1) and (f)(2) of this AD. Do all 
the actions in and in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2542, dated 
February 16, 2006. Do the actions at the compliance times specified 
in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2542, dated February 16, 2006, on the side(s) of the airplane 
on which the doubler installation has not been done; except where 
the service bulletin specifies compliance times after the date on 
the service bulletin, this AD requires compliance times after the 
effective date of this AD. Installing external skin doublers around 
the left- or right-side Number 3 flight deck windows in accordance 
with Boeing Service Bulletin 747-53-2272, Revision 18, or an earlier 
revision, ends the repetitive high-frequency eddy current (HFEC) 
inspections required by this paragraph on the side of the airplane 
on which the doublers are installed. After the effective date of 
this AD, only Boeing Service Bulletin 747-53-2272, Revision 18, may 
be used to install the external skin doublers around the left- and 
right-side Number 3 flight deck windows.
    (1) Do a HFEC inspection for cracks of the fuselage skin at 
stringer 5, between body stations 340 and 350; and do all applicable 
corrective actions before further flight.
    (2) Repeat the HFEC inspection thereafter at the applicable 
interval specified in paragraph 1.E. of Boeing Alert Service 
Bulletin 747-53A2542, dated February 16, 2006.

Credit for Actions of Alternative AD

    (g) For Group 1 airplanes only: External skin doublers installed 
around the left- or right-side Number 3 flight deck windows in 
accordance with the requirements of AD 90-06-06, amendment 39-6490, 
end the repetitive HFEC inspections required by paragraph (f) of 
this AD on the side of the airplane on which the doublers are 
installed.

Terminating Action

    (h) For Group 2 airplanes only: Before accumulating 24,000 total 
flight cycles, or within 250 flight cycles after the effective date 
of the AD, whichever occurs later, install external skin doublers 
around the left- and right-side Number 3 flight deck windows; in 
accordance with a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA. Boeing Service Bulletin 747-53-
2272, Revision 17, dated November 18, 1999, and Revision 18, dated 
May 16, 2002, describe one approved method of compliance for doing 
the required actions. After the effective date of this AD, only 
Revision 18 is acceptable as an approved method of compliance. 
Accomplishing this action ends the repetitive inspections required 
by paragraph (f) of this AD.

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) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your appropriate principal inspector (PI) in the FAA 
Flight Standards District Office (FSDO), or lacking a PI, your local 
FSDO.
    (3) 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

[[Page 41436]]

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.

Material Incorporated by Reference

    (j) You must use Boeing Alert Service Bulletin 747-53A2542, 
dated February 16, 2006, to perform the actions that are required by 
this AD, unless the AD specifies otherwise. The Director of the 
Federal Register approved the incorporation by reference of this 
document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue SW., Renton, Washington; or at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on July 15, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-14140 Filed 7-27-07; 8:45 am]
BILLING CODE 4910-13-P