[Federal Register Volume 64, Number 152 (Monday, August 9, 1999)]
[Rules and Regulations]
[Pages 43053-43056]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-20059]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-61-AD; Amendment 39-11245; AD 99-16-10]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-400 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Boeing Model 747-400 series airplanes. This
action requires repetitive inspections of the E-42 satellite
communications (SATCOM) rack and fuselage (supporting) structure to
detect fatigue cracking of the area surrounding the fastener holes, and
to detect broken or missing fasteners; and corrective actions, if
necessary. This amendment is prompted by reports indicating that
fatigue cracking and broken and/or missing fasteners were found on the
E-42 SATCOM equipment rack structure that attaches to the fuselage
structure. The actions specified in this AD are intended to detect and
repair fatigue cracking of the E-42 SATCOM rack and its supporting
structure, which could result in the SATCOM equipment falling from the
rack, loss of SATCOM capabilities, injury to passengers, and reduced
controllability of the airplane.
DATES: Effective August 24, 1999.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of August 24, 1999.
Comments for inclusion in the Rules Docket must be received on or
before October 8, 1999.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-61-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056.
The service information referenced in this AD may be obtained from
Flight Structures Inc., 4407 172nd Street NE, Arlington, Washington
98223. This information may be examined at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA,
Transport Airplane Directorate, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California; or at the
Office of the Federal Register, 800 North Capitol Street, NW., suite
700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Jon Mowery, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Transport Airplane Directorate, Los
Angeles Aircraft Certification Office, 3960 Paramount Boulevard,
Lakewood, California 90712-4137; telephone (562) 627-5322; fax (562)
627-5210.
SUPPLEMENTARY INFORMATION: The FAA has received reports indicating that
cracking and broken and/or missing fasteners were found on the E-42
SATCOM equipment rack structure that attaches to the fuselage structure
on several Boeing Model 747-300 and -400 series airplanes.
Investigation revealed that one of the four stanchions (i.e., a
[[Page 43054]]
supporting prop or brace) was found completely broken on two airplanes
(one that had accumulated 23,693 total flight hours and the other with
24,752 total flight hours). Further investigation revealed that the
rigid joints of the supporting structure of the E-42 SATCOM rack,
coupled with environmental vibration of the airplane, may have caused
the cracking to initiate in the area surrounding the fastener holes
(located at the rigid joints) of the supporting structure of the E-42
SATCOM rack. The FAA also has received a report indicating that
cracking has been detected on four freighter airplanes; one of the
airplanes had accumulated less than 1,500 total flight hours.
On all airplanes, the E-42 SATCOM rack hangs above the main deck
ceiling. On freighter airplanes and ``combi'' airplanes (i.e.,
configurations with provisions for passenger seating and cargo on the
main deck), the E-42 SATCOM rack is located near rudder and elevator
control cables, and the SATCOM wires run above the rudder and elevator
control cables.
On all airplanes, failure of the rack and its supporting structure
could result in loss of support for the E-42 SATCOM equipment, which
could lead to chafing and arcing of the electrical wires and loss of
SATCOM capabilities. Such failure also could result in the following
unsafe conditions:
On passenger-only airplanes, the E-42 SATCOM equipment
could break through the ceiling, which could result in injury to
passengers.
On freighter and ``combi'' airplanes, the E-42 SATCOM
equipment could fall and cause the SATCOM wires to pull and possibly
break the rudder and/or elevator control cables, which could result in
reduced controllability of the airplane. Failure of the SATCOM rack on
``combi'' airplanes carrying passengers also could result in injury to
the passengers.
Related Rulemaking
On June 22, 1999, the FAA issued AD 99-14-04, amendment 39-11212
(64 FR 34707, June 29, 1999), applicable to certain Boeing Model 747-
300 and -400 series airplanes, that requires repetitive inspections of
the E-42 SATCOM rack and fuselage (supporting) structure to detect
cracking in the area surrounding the fastener holes, and to detect
broken and missing fasteners; and corrective actions, if necessary.
Explanation of Relevant Service Information
The FAA has reviewed and approved Flight Structures Alert Service
Bulletins 92FS024-53-A1, 92FS082-53-A1, and 94FS409-53-A2, all dated
March 2, 1999, and 94FS448-53-A1, dated February 12, 1999. These alert
service bulletins describe, among other things, procedures for a one-
time close visual inspection of the E-42 SATCOM rack and fuselage
(supporting) structure to detect fatigue cracking of the area
surrounding the fastener holes, and to detect broken or missing
fasteners.
Explanation of Requirements of the Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design, this AD is
being issued to detect and repair fatigue cracking of the E-42 SATCOM
rack and its supporting structure due to environmental vibration of the
airplane. Such fatigue cracking could result in the SATCOM equipment
falling from the rack, loss of SATCOM capabilities, injury to
passengers, and reduced controllability of the airplane. This AD
requires repetitive inspections of the E-42 SATCOM rack and fuselage
(supporting) structure to detect fatigue cracking of the area
surrounding the fastener holes, and to detect broken or missing
fasteners; and corrective actions, if necessary. The actions are
required to be accomplished in accordance with the applicable alert
service bulletin described previously, except as discussed below. This
AD also would require reporting the findings of the initial inspection
to the FAA.
Differences Between AD and Service Information
While the alert service bulletins do not specify that the
inspection of the E-42 SATCOM rack and fuselage (supporting) structure
be repeated, this AD would require repetitive inspections of the E-42
SATCOM rack and fuselage (supporting) structure, even if fatigue
cracking has been detected and repaired. As stated previously, the
rigid joints of the SATCOM rack coupled with environmental vibration of
the airplane could cause fatigue cracking to initiate in the area
surrounding fastener holes. Furthermore, an isolated repair of an area
and/or replacement of any fastener does not remove the unsafe condition
for the entire E-42 SATCOM rack and fuselage (supporting) structure. In
light of these factors, the FAA has determined that repetitive
inspection at intervals not exceeding 3,000 flight hours, is warranted,
and that it represents an appropriate means of addressing the unsafe
condition while allowing affected airplanes to continue to operate
without comprising safety.
Operators should note that, although the alert service bulletins
specify repair instructions for certain conditions and recommend that
the manufacturer of the SATCOM rack be contacted for disposition of
certain other conditions, this AD will require the repair of those
conditions to be accomplished in accordance with a method approved by
the FAA.
Explanation of Compliance Time
This AD would require compliance in terms of the number of days
after the effective date of this AD, whereas the alert service
bulletins (previously described) recommend compliance based on the
number of flight hours, as specified below:
For airplanes identified in the alert service bulletin as
Group 1: Within 500 flight hours from receipt of alert service
bulletin, or 12,000 flight hours since the E-42 SATCOM rack was
installed and populated with equipment.
For airplanes identified in the alert service bulletin as
Group 2: Within 1,000 flight hours from receipt of alert service
bulletin, or 20,000 flight hours since the E-42 SATCOM rack was
installed and populated with equipment.
This AD would require that the initial inspection be performed at
the applicable time, as specified below:
For airplanes identified in the alert service bulletin as
Group 1: Within 30 days after the effective date of this AD.
For airplanes identified in the alert service bulletin as
Group 2: Within 90 days after the effective date of this AD.
The FAA finds that, in view of a recent report indicating that
cracking has been detected on an airplane that had accumulated less
than 1,500 total flight hours, and because of the safety implications
and consequences associated with such cracking, the initial compliance
time specified in this AD is appropriate.
Interim Action
This is considered to be interim action. The manufacturer has
advised that it currently is developing a modification that will
positively address the unsafe condition addressed by this AD. Once this
modification is developed, approved, and available, the FAA may
consider additional rulemaking.
Cost Impact
None of the Model 747-400 series airplanes affected by this action
are on the U.S. Register. All airplanes included in the applicability
of this rule currently are operated by non-U.S. operators under foreign
registry; therefore, they
[[Page 43055]]
are not directly affected by this AD action. However, the FAA considers
that this rule is necessary to ensure that the unsafe condition is
addressed in the event that any of these subject airplanes are imported
and placed on the U.S. Register in the future.
Should an affected airplane be imported and placed on the U.S.
Register in the future, it would require approximately 3 work hours to
accomplish the required inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of this AD would be
$180 per airplane, per inspection cycle.
Determination of Rule's Effective Date
Since this AD action does not affect any airplane that is currently
on the U.S. register, it has no adverse economic impact and imposes no
additional burden on any person. Therefore, prior notice and public
procedures hereon are unnecessary and the amendment may be made
effective in less than 30 days after publication in the Federal
Register.
Comments Invited
Although this action is in the form of a final rule and was not
preceded by notice and opportunity for public comment, comments are
invited on this rule. Interested persons are invited to comment on this
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 under the caption
ADDRESSES. All communications received on or before the closing date
for comments will be considered, and this rule may be amended in light
of the comments received. Factual information that supports the
commenter's ideas and suggestions is extremely helpful in evaluating
the effectiveness of the AD action and determining whether additional
rulemaking action would be needed.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the rule that might
suggest a need to modify the 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 that
summarizes each FAA-public contact concerned with the substance of this
AD will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this rule must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 99-NM-61-AD.'' The postcard will be date stamped and
returned to the commenter.
Regulatory Impact
The regulations adopted herein will 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 final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 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 adding the following new
airworthiness directive:
99-16-10 Boeing: Amendment 39-11245. Docket 99-NM-61-AD.
Applicability: Model 747-400 series airplanes as listed in
Flight Structures Alert Service Bulletins 92FS082-53-A1, 92FS024-53-
A1, and 94FS409-53-A2, all dated March 2, 1999, and 94FS448-53-A1,
dated February 12, 1999; 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 detect and repair fatigue cracking of the E-42 satellite
communications (SATCOM) rack and its supporting structure, which
could result in the SATCOM equipment falling from the rack, loss of
SATCOM capabilities, injury to passengers, and reduced
controllability of the airplane, accomplish the following:
Initial and Repetitive Inspections
(a) Perform a detailed visual inspection of the E-42 SATCOM rack
and fuselage (supporting) structure to detect fatigue cracking of
the area surrounding the fastener holes, and to detect broken or
missing fasteners, at the time specified in paragraph (a)(1) or
(a)(2) of this AD, as applicable; in accordance with Flight
Structures Alert Service Bulletin 92FS082-53-A1, 92FS024-53-A1, or
94FS409-53-A2, all dated March 2, 1999; or 94FS448-53-A1, dated
February 12, 1999, as applicable. Thereafter, repeat the inspection
at intervals not to exceed 3,000 flight hours.
(1) For all airplanes identified as Group 1 in the applicable
alert service bulletin: Inspect within 30 days after the effective
date of this AD.
(2) For all airplanes identified as Group 2 in the applicable
alert service bulletin: Inspect within 90 days after the effective
date of this AD.
Note 2: For the purposes of this AD, a detailed inspection is
defined as: ``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.''
Corrective Actions
(b) If any fatigue cracking is found, or if any fastener is
broken or missing during any inspection required by paragraph (a) of
this AD, prior to further flight, repair in accordance with a method
approved by the Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, Transport Airplane Directorate. Thereafter, repeat the
inspection required by paragraph (a) of this AD, at intervals not to
exceed 3,000 flight hours.
Reporting Requirements
(c) Submit a report of the initial inspection findings (positive
and negative) to the
[[Page 43056]]
Manager, Los Angeles ACO, 3960 Paramount Boulevard, Lakewood,
California 90712-4137; telephone (562) 627-5322; fax (562) 627-5210;
at the applicable time specified in paragraph (c)(1) or (c)(2) of
the AD, as applicable. The report must include the initial
inspection results, a description of any discrepancy found, the
airplane serial number, number of landings, and flight hours on the
airplane, and, when possible, sketches and photographs of the
inspected area. Information collection requirements contained in
this regulation have been approved by the Office of Management and
Budget (OMB) under the provisions of the Paperwork Reduction Act of
1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control
Number 2120-0056.
(1) For airplanes on which the initial inspection is
accomplished after the effective date of this AD: Submit the report
within 10 days after performing the inspection required by paragraph
(a) of this AD.
(2) For airplanes on which the initial inspection has been
accomplished prior to the effective date of this AD: Submit the
report within 30 days after the effective date of 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, Los Angeles ACO. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Los Angeles ACO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Special Flight Permits
(e) Special flight permits may be issued in accordance with
Secs. 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, provided that all the
equipment is removed from the E-42 SATCOM rack.
Incorporation by Reference
(f) The inspections shall be done in accordance with Flight
Structures Alert Service Bulletin 92FS082-53-A1, dated March 2,
1999; Flight Structures Alert Service Bulletin 92FS024-53-A1, dated
March 2, 1999; Flight Structures Alert Service Bulletin 94FS409-53-
A2, dated March 2, 1999; or Flight Structures Alert Service Bulletin
94FS448-53-A1, dated February 12, 1999, as applicable. This
incorporation by reference was approved by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part
51. Copies may be obtained from Flight Structures Inc., 4407 172nd
Street NE, Arlington, Washington 98223. Copies may be inspected at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW.,
Renton, Washington; or at Los Angeles ACO, 3960 Paramount Boulevard,
Lakewood, California 90712-4137; or at the Office of the Federal
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(g) This amendment becomes effective on August 24, 1999.
Issued in Renton, Washington, on July 29, 1999.
D.L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-20059 Filed 8-6-99; 8:45 am]
BILLING CODE 4910-13-U
