Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 58101

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19200; Directorate 

Identifier 2003–NM–195–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, –100B, –100B SUD, 

–200B, –200C, –200F, and –300 Series 

Airplanes; and Model 747SP and 

747SR Series Airplanes; Equipped with 

Pratt & Whitney JT9D–3, and –7 

(except –70) Series Engines or General 

Electric CF6–50 Series Engines with 

Modified JT9D–7 Inboard Struts

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain Boeing airplanes listed above. 

This proposed AD would require 

repetitive detailed inspections of the 

midspar web of the inboard and/or 

outboard struts for cracking, disbonding, 

or buckling; repetitive detailed 

inspections of the midspar stiffeners for 

any crack or fracture; related 

investigative actions; and corrective 

actions, if necessary. This proposed AD 

is prompted by reports of cracking in 

the midspar web. We are proposing this 

AD to detect and correct cracking in the 

midspar assembly, which could result 

in the loss of the midspar assembly load 

path, and could, combined with the loss 

of the Nacelle Station 180 bulkhead load 

path, lead to the separation of the 

engine from the airplane.

DATES: We must receive comments on 

this proposed AD by November 15, 

2004.

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 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.

FOR FURTHER INFORMATION CONTACT:

Candice Gerretsen, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6428; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION:

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

Comments Invited 

We invite you to submit any written 

relevant data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19200; Directorate Identifier 

2003–NM–195–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. 

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

http://www.faa.gov/language and http://

www.plainlanguage.gov.

Examining the Docket 

You can examine the AD docket 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 DMS 

receives them. 

Discussion 

We have received reports of cracking 

in the midspar web, and one report of 

a fractured stiffener on certain Boeing 

Model 747 series airplanes with Pratt & 

Whitney Model JT9D–7 series engines. 

The cracking/fracture was caused by 

fatigue and sonic-induced vibration. 

This condition, if not detected and 

corrected, could result in the loss of the 

midspar assembly load path, and could, 

combined with the loss of the Nacelle 

Station 180 bulkhead load path, lead to 

the separation of the engine from the 

airplane. 

Similar Design 

The subject area on Boeing Model 747 

series airplanes with Pratt & Whitney 

Model JT9D–3 series engines or General 

Electric Model CF6–50 series engines 

with modified JT9D–7 inboard struts is 

identical to that on the affected Model 

747 series airplanes with JT9D–7 series 

engines. Therefore, those Model 747 

series airplanes with JT9D–3 series 

engines or CF6–50 series engines with 

modified JT9D–7 inboard struts may be 

subject to the same unsafe condition 

revealed on the Model 747 series 

airplanes with JT9D–7 series engines. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–54A2219, dated 

September 4, 2003, which describes the 

following procedures: 

58102 Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 

• For Group 1 and 2 airplanes:

Performing repetitive detailed 

inspections of the midspar web of the 

inboard struts for cracking, disbonding, 

or buckling. 

• For Group 1 airplanes: Performing 

repetitive detailed inspections of the 

midspar web of the outboard struts for 

cracking, disbonding, or buckling. 

• For Group 1 and 2 airplanes:

Performing repetitive detailed 

inspections of the midspar stiffeners of 

the inboard struts for any crack or 

fracture. 

• For Group 1 airplanes: Performing 

repetitive detailed inspections of the 

midspar stiffeners of the outboard struts 

for any crack or fracture. 

• For Group 1 and 2 airplanes:

Performing related investigative actions. 

The related investigative actions include 

performing a high frequency eddy 

current (HFEC) or penetrant inspection 

for cracking of any buckle found on the 

midspar web and performing an 

ultrasonic inspection for disbonding of 

any buckle found on the midspar web. 

• For Group 1 and 2 airplanes:

Performing corrective actions, if 

necessary. The corrective actions 

include repairing the midspar web or 

replacing the midspar stiffener with a 

new midspar stiffener (includes an 

HFEC inspection of the stiffener hole for 

any crack), and contacting Boeing if any 

crack is found in the stiffener hole or if 

any buckle is found that does not have 

any cracking and the web is not 

disbonded. 

We have determined that 

accomplishing the actions specified in 

the service bulletin will 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 

repetitive detailed inspections of the 

midspar web of the inboard and/or 

outboard struts for cracking, disbonding, 

or buckling; repetitive detailed 

inspections of the midspar stiffeners for 

any crack or fracture; related 

investigative actions; and corrective 

actions, if necessary. The proposed AD 

would require you to use the service 

information described previously to 

perform these actions, except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Bulletin.’’

Differences Between the Proposed AD 

and the Service Bulletin 

Operators should note that, although 

the service bulletin specifies that the 

manufacturer may be contacted for 

disposition of certain repair conditions, 

this proposal would require the repair of 

those conditions to be accomplished per 

a method approved by the FAA, or per 

data meeting the type certification basis 

of the airplane approved by a Boeing 

Company Designated Engineering 

Representative who has been authorized 

by the FAA to make such findings. 

Costs of Compliance 

This proposed AD would affect about 

78 airplanes of U.S. registry and 228 

airplanes worldwide. The proposed 

actions would take about 6 to 13 work 

hours per airplane, at an average labor 

rate of $65 per work hour. Based on 

these figures, the estimated cost of the 

proposed AD for U.S. operators is 

between $30,420 and $65,910, or 

between $390 and $845 per airplane, 

per inspection cycle. 

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.

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD):

Boeing: Docket No. FAA–2004–19200; 

Directorate Identifier 2003–NM–195–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by November 15, 2004. 

Affected ADs 

(b) None. 

Applicability: (c) This AD applies to 

Boeing Model 747–100, –100B, –100B SUD, 

–200B, –200C, –200F, and –300 series 

airplanes; and Model 747SP and 747SR series 

airplanes; certificated in any category; 

equipped with Pratt & Whitney JT9D–3, and 

–7 (except–70) series engines or General 

Electric CF6–50 series engines with modified 

JT9D–7 inboard struts; as listed in Boeing 

Alert Service Bulletin 747–54A2219, dated 

September 4, 2003. 

Unsafe Condition 

(d) This AD was prompted by reports of 

cracking in the midspar web. We are issuing 

this AD to detect and correct cracking in the 

midspar assembly, which could result in the 

loss of the midspar assembly load path, and 

could, combined with the loss of the Nacelle 

Station 180 bulkhead load path, lead to the 

separation of the engine from 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. 

Compliance Times 

(f) Within 18 months after the effective 

date of this AD, do the actions in paragraphs 

(g) and (h) of this AD, as applicable. Repeat 

the actions thereafter at intervals not to 

exceed 1,200 flight cycles. 

Inboard Strut Midspar Inspection 

(g) For Group 1 and 2 airplanes specified 

in paragraph 1.A.1. of Boeing Alert Service 

Bulletin 747–54A2219, dated September 4, 

2003: Perform a detailed inspection of the 

midspar web of the inboard struts for 

cracking, disbonding, or buckling; a detailed 

inspection of the midspar stiffeners for any 

crack or fracture; related investigative 

actions; and any applicable corrective 

actions; in accordance with ‘‘Part 1’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 747–54A2219, dated September 4, 

2003; except as required by paragraph (i) of 

this AD. Perform any related investigative 

actions and any applicable corrective actions 

before further flight. 

Outboard Strut Midspar Inspection 

(h) For Group 1 airplanes specified in 

paragraph 1.A.1. of Boeing Alert Service 

Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 58103

Bulletin 747–54A2219, dated September 4, 

2003: Perform a detailed inspection of the 

midspar web of the outboard struts for 

cracking, disbonding, or buckling; a detailed 

inspection of the midspar stiffeners for any 

crack or fracture; related investigative 

actions; and any applicable corrective 

actions; in accordance with ‘‘Part 2’’ of the 

Work Instructions of Boeing Alert Service 

Bulletin 747–54A2219, dated September 4, 

2003; except as required by paragraph (i) of 

this AD. Perform any related investigative 

actions and any applicable corrective actions 

before further flight. 

Contact the FAA/Designated Engineering 

Representative 

(i) Where Boeing Alert Service Bulletin 

747–54A2219, dated September 4, 2003, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair per a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

per data meeting the type certification basis 

of the airplane approved by a Boeing 

Company Designated Engineering 

Representative who has been authorized by 

the Manager, Seattle ACO, to make such 

findings. For a repair method to be approved, 

the approval must specifically reference this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle 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 a 

Boeing Company Designated Engineering 

Representative who has been authorized by 

the Manager, Seattle ACO, to make those 

findings. For a repair method to be approved, 

the approval must specifically refer to this 

AD.

Issued in Renton, Washington, on 

September 21, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–21821 Filed 9–28–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–19201; Directorate 

Identifier 2003–NM–100–AD] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 767–200, –300, and –300F Series 

Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) for all Boeing Model 767–

200, –300, and –300F series airplanes. 

That AD currently requires examination 

of maintenance records to determine if 

Titanine JC5A (also known as Desoto 

823E508) corrosion inhibiting 

compound (‘‘C.I.C.’’) was ever used; 

inspection for cracks or corrosion and 

corrective action, if applicable; 

repetitive inspections and C.I.C. 

applications; and modification of the aft 

trunnion area of the outer cylinder, 

which terminates the need for the 

repetitive inspections and C.I.C. 

applications. This proposed AD would 

also require, for certain other airplanes, 

repetitive inspections for cracks or 

corrosion, corrective action if necessary, 

and repetitive C.I.C. applications. This 

proposed AD is prompted by a report 

that JC5A was used on more airplanes 

during production than previously 

identified. We are proposing this AD to 

prevent severe corrosion in the main 

landing gear (MLG) outer cylinder at the 

aft trunnion, which could develop into 

stress corrosion cracking and 

consequent collapse of the MLG.

DATES: We must receive comments on 

this proposed AD by November 15, 

2004.

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. 

• 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 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.

FOR FURTHER INFORMATION CONTACT:

Technical information: Suzanne 

Masterson, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6441; fax (425) 917–6590. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

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–

2004–19201; Directorate Identifier 

2003–NM–100–AD’’ at the beginning 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 received 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 our docket 

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 the 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. 

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve