[Federal Register Volume 64, Number 244 (Tuesday, December 21, 1999)]
[Proposed Rules]
[Pages 71336-71339]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-32982]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-30-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-200, -300, and -400
Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), applicable to certain Boeing Model 747-
200, -300, -400 series airplanes, that currently requires repetitive
high frequency eddy current (HFEC) inspections to detect cracking of
[[Page 71337]]
the front spar web of the center section of the wing, and repair, if
necessary. This action would require that the existing inspection be
accomplished at a reduced threshold. This action also would add a
requirement that the existing HFEC inspection be accomplished on
repaired areas. This proposal is prompted by reports of cracking in
repaired areas of the front spar web and cracking of the front spar web
on an airplane that had accumulated fewer flight cycles than the
inspection threshold of the existing AD. The actions specified by the
proposed AD are intended to prevent the leakage of fuel into the
forward cargo bay, as a result of fatigue cracking in the front spar
web, which could result in a potential fire hazard.
DATES: Comments must be received by February 4, 2000.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-30-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056. Comments may be inspected at this location
between 9 a.m. and 3 p.m., Monday through Friday, except Federal
holidays.
The service information referenced in the proposed rule may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. This information may be examined at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington.
FOR FURTHER INFORMATION CONTACT: Tamara Anderson, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington; telephone (425) 227-2771;
fax (425) 227-1181.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 99-NM-30-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 99-NM-30-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On February 19, 1997, the FAA issued AD 97-05-01, amendment 39-9945
(62 FR 8613, February 26, 1997), applicable to certain Boeing Model
747-200, -300, and -400 series airplanes, to require repetitive high
frequency eddy current (HFEC) inspections to detect cracking of the
front spar web of the center section of the wing, and repair, if
necessary. That action was prompted by reports of fatigue cracking
found in the front spar web. The requirements of that AD are intended
to prevent the leakage of fuel into the forward cargo bay, as a result
of fatigue cracking in the front spar web, which could result in a
potential fire hazard.
Actions Since Issuance of Previous Rule
Since the issuance of AD 97-05-01, the FAA has received reports of
cracking in repaired areas of the front spar web on Model 747SR series
airplanes. Also, the FAA has received a report for the first time of
cracking in the front spar web on a Model 747-200 series airplane. The
Model 747-200 series airplane had accumulated 13,309 total flight
cycles, which is less than the 18,000 total landing compliance time
specified in AD 97-05-01 for certain airplanes.
The front spar web on Model 747SR series airplanes is identical to
that on the affected Model 747-200 series airplanes, except there is no
fuel located behind the front spar web on Model 747SR series airplanes.
In addition, if the subject fatigue cracking were to occur on these
airplanes, the cabin pressure would vent through the front spar web and
then the limiting access holes of the front spar; this would result in
a loss of pressurization, but not sudden decompression. This would also
not result in damage to unpressurized areas. Therefore, no unsafe
condition exists on Model 747SR series airplanes.
Explanation of Relevant Service Information
Subsequent to the finding of this new cracking, the manufacturer
issued and the FAA reviewed and approved Boeing Service Bulletin 747-
57A2298, Revision 2, dated October 2, 1997, and Boeing Alert Service
Bulletin 747-57A2298, Revision 3, dated January 7, 1999.
The method of inspection in Revision 2 of the service bulletin is
identical to that described in Revision 1 of the service bulletin
(which was referenced in AD 97-05-01 as the appropriate source of
service information). However, Revision 2 revises the inspection
procedures to include instructions for repetitive HFEC inspections of
the aft side of the front spar web to detect cracking. These
instructions were added to allow inspection when a prior repair
precludes access to the forward side of the front spar web.
The inspection procedures in Revision 3 of the service bulletin are
identical to those described in Revision 2 of the service bulletin.
Revision 3 reduces the inspection threshold and revises the listing of
current operators of affected airplanes.
Accomplishment of the actions specified in the service bulletins is
intended to adequately address the identified unsafe condition.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would supersede AD 97-05-01 to continue to require
accomplishment of the requirements of the existing AD and to require
accomplishment of the actions specified in the service bulletins
described previously, except as discussed below.
Differences Between Proposed Rule and the Service Bulletins
Operators should note that, although the alert service bulletin
specifies that the manufacturer may be contacted for disposition of
certain repair conditions, this proposed AD would require the repair of
those conditions to be accomplished in accordance with a method
approved by the FAA, or in accordance with data meeting the type
certification basis of the airplane
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approved by a Boeing Company Designated Engineering Representative who
has been authorized by the FAA to make such findings.
Cost Impact
There are approximately 485 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 105 airplanes of U.S. registry
would be affected by this proposed AD.
The inspections that are currently required by AD 97-05-01 and
retained in this AD, take approximately 8 work hours per airplane to
accomplish, at an average labor rate of $60 per work hour. Based on
these figures, the cost impact of the currently required actions on
U.S. operators is estimated to be $50,400, or $480 per airplane, per
inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
Regulatory Impact
The regulations proposed herein would not have substantial direct
effects 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, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this 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) if promulgated, 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 copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (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. Section 39.13 is amended by removing amendment 39-9945 (62 FR
8613, February 26, 1997), and by adding a new airworthiness directive
(AD), to read as follows:
BOEING: Docket 99-NM-30-AD. Supersedes AD 97-05-01, amendment 39-
9945.
Applicability: Model 747-200, -300, -400 series airplanes, up to
and including line number 744, 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 (d) 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 prevent the leakage of fuel into the forward cargo bay, as a
result of fatigue cracking in the front spar web, which could result
in a potential fire hazard, accomplish the following:
Restatement of Requirement of AD 97-05-01, Amendment 39-9945
Repetitive Inspections
(a) Perform a high frequency eddy current (HFEC) inspection to
detect cracking of the front spar web of the center section of the
wing, in accordance with Boeing Alert Service Bulletin 747-57A2298,
Revision 1, dated September 12, 1996; Boeing Service Bulletin 747-
57A2298, Revision 2, dated October 2, 1997; or Boeing Alert Service
Bulletin 747-57A2298, Revision 3, dated January 7, 1999; at the time
specified in paragraph (a)(1) or (a)(2) of this AD, as applicable,
until accomplishment of the requirements of paragraph (b) of this
AD.
(1) For airplanes that have accumulated 12,000 to 17,999 total
landings as of April 2, 1997 (the effective date of AD 97-05-01,
amendment 39-9945): Perform the initial inspection within 12 months
after April 2, 1997, unless previously accomplished within the last
12 months prior to April 2, 1997. Perform this inspection again
prior to the accumulation of 18,000 total landings or within 1,400
landings, whichever occurs later; after accomplishing the initial
inspection, and thereafter at intervals not to exceed 1,400
landings.
(2) For all other airplanes: Perform the initial inspection
prior to the accumulation of 18,000 total landings or within 12
months after April 2, 1997, whichever occurs later. Repeat this
inspection thereafter at intervals not to exceed 1,400 landings.
New Requirements of This AD
Repetitive Inspections
(b) Prior to accumulation of 12,000 total landings, or within 12
months after the effective date of this AD, whichever occurs later,
perform an HFEC inspection to detect cracking of the front spar web
of the center section of the wing, in accordance with Boeing Service
Bulletin 747-57A2298, Revision 2, dated October 2, 1997; or Boeing
Alert Service Bulletin 747-57A2298, Revision 3, dated January 7,
1999. Repeat the HFEC inspection thereafter at intervals not to
exceed 1,400 landings. Accomplishment of the HFEC inspection
constitutes terminating action for the repetitive inspection
requirements of paragraph (a) of this AD.
Repair
(c) If any cracking is detected during any inspection required
by paragraph (a) or (b) of this AD, prior to further flight, confirm
the cracking with secondary procedures in accordance with Boeing
Service Bulletin 747-57A2298, Revision 2, dated October 2, 1997, or
Boeing Alert Service Bulletin 747-57A2298, Revision 3, dated January
7, 1999. Thereafter repeat the HFEC inspection required by paragraph
(a) or (b) of this AD at intervals not to exceed 1,400 landings.
(1) If any vertical crack is found that is less than 10 inches
in length and has not extended in a diagonal direction, prior to
further flight, repair in accordance with the service bulletin.
(2) If any vertical crack is found that is 10 inches or greater
in length; or if any crack is found that has extended in a diagonal
direction (regardless of the length); or if any crack is found that
would affect an existing repair, prior to further flight, repair in
accordance with a method approved by the Manager, Seattle Aircraft
Certification Office (ACO), FAA, Transport Airplane Directorate; or
in accordance with data meeting the type certification basis of the
airplane approved by a Boeing Designated Engineering Representative
who has been authorized by the FAA to make such findings. For a
repair method to be approved by the Manager, Seattle ACO, or a
Boeing DER, as required by this paragraph, the approval letter must
specifically reference this AD.
Alternative Methods of Compliance
(d) 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 comments and then send it to the Manager,
Seattle ACO.
Note 2: Information concerning the existence of approved
alternative methods of
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compliance with this AD, if any, may be obtained from the Seattle
ACO.
Special Flight Permits
(e) 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.
Issued in Renton, Washington, on December 15, 1999.
D.L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-32982 Filed 12-20-99; 8:45 am]
BILLING CODE 4910-13-U
