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

[Federal Register Volume 70, Number 140 (Friday, July 22, 2005)]
[Rules and Regulations]
[Pages 42269-42271]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-14174]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20690; Directorate Identifier 2003-NM-230-AD; 
Amendment 39-14195; AD 2005-15-06]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-200C and 747-200F 
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 747-200C and 747-200F series airplanes. This AD 
requires one-time inspections for cracks and material loss in the 
fuselage skin above the stringer (STR) 23 lap splice, between Body 
Station (BS) 282 and BS 298, and repair if necessary. This AD is 
prompted by a report of a crack above the STR 23 lap splice on one 
airplane. We are issuing this AD to detect and correct cracks or 
material loss in the fuselage skin, and consequent reduced structural 
integrity of the skin panel, which could result in rapid 
depressurization of the airplane.

DATES: This AD becomes effective August 26, 2005.
    The incorporation by reference of a certain publication listed in 
the AD is approved by the Director of the Federal Register as of August 
26, 2005.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
    Docket: The AD docket contains the proposed AD, comments, and any 
final disposition. 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 U.S. 
Department of Transportation, 400 Seventh Street SW., room PL-401, 
Washington, DC. This docket number is FAA-2005-20690; the directorate 
identifier for this docket is 2003-NM-230-AD.

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: The FAA proposed to amend 14 CFR part 39 
with an AD for certain Boeing Model 747-200C and 747-200F series 
airplanes. That action, published in the Federal Register on March 23, 
2005 (70 FR 14587), proposed to require one-time inspections for cracks 
and material loss in the fuselage skin above the stringer (STR) 23 lap 
splice, between Body Station (BS) 282 and BS 298, and repair if 
necessary.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comment that has been 
submitted on the proposed AD.

Request To Re-Evaluate Need for the Proposed Rule

    One commenter, an airplane operator, notes that it has previously 
inspected the fuselage skin thickness at the affected area on two of 
its ten production freighter airplanes. The inspections, which the 
commenter points out were conducted at the manufacturer's 
recommendation, showed skin thickness of 0.060 inch or greater on both 
airplanes. The commenter asserts that our justification for adopting 
the proposed AD should cite the results of its inspections and any 
similar inspections conducted at the manufacturer's request by other 
operators; and notes that Boeing Special Attention Service Bulletin 
747-53-2493, dated July 3, 2003, cites only one instance of the problem 
that is prompting the proposed AD. The commenter acknowledges the 
significance of fuselage skin cracking, and recognizes the fact that 
the maintenance program for the affected Model 747-200C and 747-200F 
series airplanes includes external visual inspections of the affected 
area at regular intervals. However, the commenter questions our 
justification for adopting the proposed AD.

[[Page 42270]]

    We infer that the commenter is questioning whether the proposed AD 
addresses a safety issue and, if not, we further infer that the 
commenter requests that we withdraw the proposed AD. We disagree. 
Although the commenter had no findings of cracking or blended skin on 
two of its airplanes, other respondents to the manufacturer's survey 
did report airplanes with skin thickness that was below the minimum. In 
addition, there are many airplanes affected by this proposed AD that 
have not yet been inspected.
    However, we do agree that we should clarify the unsafe condition. 
Investigation of the crack report that prompted this proposed AD showed 
that the skin at the crack location was not the correct thickness. 
Boeing audited its manufacturing processes and discovered that assembly 
techniques of the skin panels during final assembly at the factory were 
the likely cause of the thin skin at the affected sections. It is very 
likely that the same condition may exist on other airplanes that were 
manufactured using the same techniques. Furthermore, the finding that 
precipitated this proposed AD was a three-inch crack in the upper row 
of the lap splice just above the upper row. Cracking in this area is 
critical due to its proximity to the upper row and possible interaction 
of cracks between the blended area and the upper row. Therefore, the 
crack finding, coupled with the likelihood that the thin skin condition 
exists on other airplanes, provides sufficient justification for 
adopting the proposed AD to detect and correct cracks or material loss 
in the fuselage skin.
    We have not changed the final rule in this regard.

Conclusion

    We have carefully reviewed the available data, including the 
comment that was submitted, and determined that air safety and the 
public interest require adopting the AD as proposed.

Costs of Compliance

    There are about 77 airplanes of the affected design in the 
worldwide fleet. The following table provides the estimated costs for 
U.S. operators to comply with this AD.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                       Number  of
                                 Work       Average                       Cost per        U.S.-
           Action               hours     labor rate        Parts         airplane     registered     Fleet cost
                                           per hour                                     airplanes
----------------------------------------------------------------------------------------------------------------
Inspections.................         6           $65   None...........        $390              20       $7,800
----------------------------------------------------------------------------------------------------------------

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. 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 FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2005-15-06 Boeing: Amendment 39-14195. Docket No. FAA-2005-20690; 
Directorate Identifier 2003-NM-230-AD.

Effective Date

    (a) This AD becomes effective August 26, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Boeing Model 747-200C and 747-200F series 
airplanes, equipped with a nose cargo door, certificated in any 
category; as identified in paragraph 1.A.1 of Boeing Special 
Attention Service Bulletin 747-53-2493, dated July 3, 2003.

Unsafe Condition

    (d) This AD was prompted by a report of a crack above the 
stringer (STR) 23 lap splice on a Model 747-200F series airplane. We 
are issuing this AD to detect and correct cracks or material loss in 
the fuselage skin, and consequent reduced structural integrity of 
the skin panel, which could result in rapid 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 Repair

    (f) Before the accumulation of 15,000 total flight cycles, or 
within 1,200 flight cycles after the effective date of this AD, 
whichever occurs later: Do a detailed inspection for cracking, and a 
low frequency eddy current inspection for material loss, in the 
fuselage skin. Repair any crack or material loss prior

[[Page 42271]]

to further flight. Do all actions in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2493, dated July 3, 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.''

Alternative Methods of Compliance (AMOCs)

    (g)(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 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.

Material Incorporated by Reference

    (h) You must use Boeing Special Attention Service Bulletin 747-
53-2493, dated July 3, 2003, to perform the actions that are 
required by this AD, unless the AD specifies otherwise. The Director 
of the Federal Register approves the incorporation by reference of 
this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
To get copies of the service information, contact Boeing Commercial 
Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. To view 
the AD docket, go to the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street SW., room PL-401, Nassif 
Building, Washington, DC. To review copies of the service 
information, go to the National Archives and Records Administration 
(NARA). For information on the availability of this material at the 
NARA, call (202) 741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on July 11, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-14174 Filed 7-21-05; 8:45 am]
BILLING CODE 4910-13-P

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