Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 64517

on these figures, the estimated cost of 

the proposed AD for U.S. operators is 

$322,335, or $195 per airplane. 

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–2004–19539; 

Directorate Identifier 2004–NM–06–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by December 20, 2004. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the Boeing airplanes 

listed in Table 1 of this AD, certificated in 

any category:

TABLE 1.—APPLICABILITY

Airplane Line numbers 

Model 737–100, –200, –200C, –300, –400, and –500 series airplanes ........................................................ 1 through 3132 inclusive. 

Model 737–600, –700, –700C, –800, and –900 series airplanes .................................................................. 0001 through 1240 inclusive. 

Unsafe Condition 

(d) This AD was prompted by evidence of 

chafed wiring behind the P15 refuel panel 

and arcing to the back of the P15 refuel panel 

and adjacent wing structure. We are issuing 

this AD to detect and correct chafing of the 

wiring behind the P15 refuel panel, which 

could lead to arcing and fire with consequent 

airplane damage and injury to refueling 

personnel. 

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. 

Inspection and Corrective Actions 

(f) Within 18 months after the effective 

date of this AD, perform the following 

actions as applicable: 

(1) For Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes: Perform a 

one-time detailed inspection of the wires in 

wire bundle W0024 to connector D04578P on 

the back of the P15 refuel panel for 

discrepancies, and do any applicable 

corrective and related investigative actions 

before further flight, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–28–

1193, dated April 24, 2003. 

(2) For Model 737–600, –700, –700C, –800, 

and –900 series airplanes: Perform all 

applicable actions listed in paragraphs 

(f)(2)(i) and (f)(2)(ii) of this AD in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–28–1200, dated July 10, 2003. 

(i) For Group 1 and Group 2 airplanes as 

defined in Service Bulletin 737–28–1200: 

Perform a one-time detailed inspection for 

discrepancies of the clamp and T-bolt 

assembly on the wing thermal anti-ice duct 

near the P15 refuel panel and do any 

applicable corrective actions before further 

flight. 

(ii) For Group 2 airplanes only: Perform a 

one-time detailed inspection for 

discrepancies of the wires in wire bundle 

W0024 to connector D04578P on the back of 

the P15 refuel panel and do any applicable 

corrective actions before further flight.

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘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.’’

Alternative Methods of Compliance 

(AMOCs) 

(g) 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.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24727 Filed 11–4–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–19538; Directorate 

Identifier 2003–NM–99–AD] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 747 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 certain Boeing Model 

747 series airplanes. That AD currently 

requires inspections to detect cracks in 

the front spar pressure bulkhead chord, 

and repair, if necessary. This proposed 

AD would require repetitive high 

frequency eddy current (HFEC) 

inspections of the body station (BS) 

1000 bulkhead chord for cracks, 

repetitive detailed inspections of the 

bathtub fittings, if installed, for cracks, 

and corrective action, if necessary. 

Accomplishment of new inspections 

would end the inspections of the 

existing AD. This proposed AD would 

also revise the applicability of the 

existing AD to include additional 

64518 Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 

airplanes. This proposed AD is 

prompted by reports of cracks in the BS 

1000 bulkhead chord. We are proposing 

this AD to detect and correct fatigue 

cracks in the BS 1000 bulkhead chord, 

which, if not repaired before they reach 

critical length, could result in the failure 

of the adjacent structure and skin and 

lead to in-flight depressurization of the 

airplane.

DATES: We must receive comments on 

this proposed AD by December 20, 

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: 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. 

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 written 

relevant data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19538; Directorate Identifier 

2003–NM–99–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 

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 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 DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the DMS 

receives them. 

Discussion 

On April 19, 1990, we issued AD 90–

09–09, amendment 39–6586 (55 FR 

17928, April 30, 1990), for certain 

Boeing Model 747 series airplanes (a 

correction of that AD was published in 

the Federal Register on May 21, 1990 

(55 FR 20894)). That AD requires 

repetitive high frequency eddy current 

(HFEC) inspections to detect cracks in 

the front spar pressure bulkhead chord, 

and repair, if necessary. That AD was 

prompted by a determination that 

accomplishing a certain modification 

may result in fuel leakage from the wing 

center section fuel tank. We issued that 

AD to prevent a potential fire hazard in 

the forward cargo compartment. 

Actions Since Existing AD was Issued 

Since we issued AD 90–09–09 

(applicable to Boeing Model 747–100, 

–100B, –100B SUD, –200B, –200C, and 

–200F series airplanes, line numbers 1 

through 201 inclusive), we have 

received reports of cracks in the body 

station (BS) 1000 bulkhead chord of 

Boeing Model 747 series airplanes after 

line number 201. We have also received 

reports of cracking in the chords of 

airplanes that received the chord 

replacement per Boeing Service Bulletin 

747–53–2362, dated March 26, 1992 (for 

Model 747–100, –100B, –100B SUD, 

–200B, –200C, and –200F series 

airplanes, line numbers 1 through 201 

inclusive). Boeing Service Bulletin 747–

53–2362 was intended to address 

cracking in the chord. Fatigue cracking 

in the BS 1000 bulkhead chord, if not 

repaired before they reach critical 

length, could result in the failure of the 

adjacent structure and skin and lead to 

in-flight depressurization of the 

airplane. 

Related ADs Due to Common Access 

On May 23, 2000, we issued AD 

2000–11–07 (65 FR 34932, June 1, 

2000), applicable to certain Boeing 

Model 747–200, –300, and –400 series 

airplanes, that requires repetitive HFEC 

inspections to detect cracking of the 

front spar web of the center section of 

the wing, and repair, if necessary. 

On October 19, 2001, we issued AD 

2001–22–04 (66 FR 54422, October 29, 

2001), applicable to all Boeing Model 

747 series airplanes, that requires 

repetitive inspections for cracking of the 

fuselage skin adjacent to the drag splice 

fitting, and follow-on actions, if 

necessary. 

The inspections in the above ADs may 

be accomplished concurrently with this 

proposed AD due to common access but 

they are not required by this AD. 

Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 64519

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–53A2471, dated 

March 27, 2003. The service bulletin 

describes procedures for performing 

repetitive HFEC inspections of the BS 

1000 bulkhead chord for cracks; 

performing repetitive detailed 

inspections of the bathtub fittings, if 

installed, for cracks; and corrective 

action, if necessary. Accomplishing the 

inspections would end the inspections 

required by AD 90–09–09. The 

corrective action includes replacing the 

BS 1000 bulkhead chord with a new 

chord and replacing the bathtub fittings 

with new bathtub fittings. 

Accomplishment of the actions 

specified in the service bulletin is 

intended to adequately address the 

identified unsafe condition. 

The service bulletin also recommends 

concurrent accomplishment, due to 

common access, of the inspections 

specified in Boeing Service Bulletin 

747–53A2444 (Boeing Service Bulletin 

747–53A2444, Revision 1, dated June 

15, 2000; and Boeing Alert Service 

Bulletin 74753A2444, Revision 2, dated 

May 24, 2001, are listed as relevant 

sources of service information for AD 

2001–22–04); Boeing Service Bulletin 

747–57–2297; and Boeing Service 

Bulletin 747–57A2298 (Boeing Alert 

Service Bulletin 747–57A2298, Revision 

1, dated September 12, 1996; Boeing 

Service Bulletin 747–57A2298, Revision 

2, dated October 2, 1997; and Boeing 

Alert Service Bulletin 747–57A2298, 

Revision 3, dated January 7, 1999; are 

listed as relevant sources of service 

information for AD 2000–11–07). These 

service bulletins are not required by this 

AD. 

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 products of this same 

type design. Therefore, we are 

proposing this AD, which would 

supersede AD 90–09–09. This proposed 

AD would continue to require repetitive 

HFEC inspections to detect cracks in the 

front spar pressure bulkhead chord, and 

repair, if necessary. This proposed AD 

would also require repetitive HFEC 

inspections of BS 1000 bulkhead chord 

for cracks, repetitive detailed 

inspections of the bathtub fittings, if 

installed, for cracks, and corrective 

action, if necessary. Accomplishment of 

new inspections would end the 

inspections of the existing AD. The 

proposed AD would also revise the 

applicability of the existing AD to 

include additional airplanes. This 

proposed AD would require you to use 

the service information described 

previously to perform these actions 

except as discussed under ‘‘Difference 

Between the Proposed AD and the 

Service Bulletin.’’

Difference 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 proposed AD would require the 

repair of those conditions to be 

accomplished per a method approved 

by the FAA.

Clarification of Inspection Type 

Where Boeing Alert Service Bulletin 

747–53A2471, dated March 27, 2003, 

specifies to do a ‘‘detailed visual 

inspection,’’ this proposed AD specifies 

to do a ‘‘detailed inspection.’’ We have 

also added a note to the proposed AD 

to clarify the definition of detailed 

inspection. 

Changes to Existing AD 

This proposed AD would retain the 

requirements of AD 90–09–09. However, 

the AD format has been revised, and 

certain paragraphs have been 

rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table:

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

90–09–09

Corresponding

requirement in this

proposed AD 

Paragraph A .............. Paragraph (f). 

Paragraph B .............. Paragraph (g). 

Costs of Compliance 

There are about 1,350 Model 747 

series airplanes worldwide of the 

affected design. This proposed AD 

would affect about 245 airplanes of U.S. 

registry. 

The actions that are required by AD 

90–09–09 and retained in this proposed 

AD take about 84 work hours per 

airplane, at an average labor rate of $65 

per work hour. We estimate 102 

airplanes of U.S. registry are affected by 

AD 90–09–09. Based on these figures, 

the estimated cost of the currently 

required actions is $556,920, or $5,460 

per airplane, per inspection cycle. 

The new proposed inspections would 

take about 14 work hours per airplane, 

at an average labor rate of $65 per work 

hour. Based on these figures, the 

estimated cost of the new actions 

specified in this proposed AD for U.S. 

operators is $222,950, or $910 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 

removing amendment 39–6586 (55 FR 

20894, May 21, 1990), and adding the 

following new airworthiness directive 

(AD):

Boeing: Docket No. FAA–2004–19538; 

Directorate Identifier 2003–NM–99–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

must receive comments on this airworthiness 

directive (AD) action by December 20, 2004. 

Affected ADs 

(b) This AD supersedes AD 90–09–09, 

amendment 39–6586 (55 FR 20894, May 21, 

1990. 

Applicability 

(c) This AD applies to Model 747 series 

airplanes, line numbers 1 through 1307 

64520 Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 

inclusive, 1309 through 1312 inclusive, and 

1314; certificated in any category. 

Unsafe Condition 

(d) This AD was prompted by reports of 

cracks in the body station (BS) 1000 

bulkhead chord. We are issuing this AD to 

detect and correct fatigue cracks in the BS 

1000 bulkhead chord, which, if not repaired 

before they reach critical length, could result 

in the failure of the adjacent structure and 

skin and lead to 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. 

Restatement of Requirements of AD 90–09–

09

(f) For airplanes listed in Boeing Service 

Bulletin 747–53–2064, Revision 4, dated 

September 23, 1983, that have not been 

modified in accordance with Boeing Service 

Bulletin 747–53–2064, dated July 25, 1972: 

Within the next 1,000 landings after October 

15, 1984 (the effective date of AD 84–18–06, 

amendment 39–4912), or prior to the 

accumulation of 10,000 landings, whichever 

occurs later, and thereafter at intervals not to 

exceed 7,000 landings, conduct a high 

frequency eddy current (HFEC) inspection of 

the chord to detect cracks between stringers 

S–37 and S–39 at the chord radius, heel, and 

flanges adjacent to the fastener holes 

identified for inspection in Boeing Service 

Bulletin 747–53–2064, Revision 4, dated 

September 23, 1983. If cracks are found in 

the pressure bulkhead chord, accomplish the 

repair in accordance with the service bulletin 

before further flight. Repair of cracks along 

the chord radius under 5 inches in length, or 

across a chord flange that have not severed 

the chord flange, may be deferred 1,000 

landings by stop drilling and reinspecting for 

crack progression every 200 landings using 

HFEC. If crack progression is found, repair in 

accordance with the service bulletin prior to 

further flight. Inspections are to continue at 

intervals not to exceed 7,000 landings after 

repair. 

(g) For airplanes listed in Boeing Service 

Bulletin 747–53–2064, Revision 4, dated 

September 23, 1983, that have been modified 

in accordance with Boeing Service Bulletin 

747–53–2064, dated July 25, 1972: Within the 

next 1,000 landings after October 15, 1984, or 

prior to the accumulation of 10,000 landings 

after the modification, whichever is later, and 

thereafter at intervals not to exceed 10,000 

landings, conduct an HFEC inspection to 

detect cracks in the front spar pressure 

bulkhead lower chord heel from stringers S–

37 to S–39, and conduct an ultrasonic 

inspection to detect cracks in the fuselage 

skin originating at the indicated fastener 

holes beneath the forward drag splice fitting 

flanges, in accordance with the service 

bulletin. If any cracks are found, repair in 

accordance with Boeing Service Bulletin 

747–53–2064, Revision 4, dated September 

23, 1983, before further flight. Inspections are 

to continue at intervals not to exceed 10,000 

landings after repair.

New Requirements of This AD 

Initial Inspections 

(h) At the later of the times specified in 

paragraph (h)(1), (h)(2), or (h)(3) of this AD: 

Except as provided by paragraph (i) of this 

AD, perform an HFEC inspection of BS 1000 

bulkhead chord for cracks, a detailed 

inspection of the bathtub fittings, if installed, 

for cracks, and corrective action, as 

applicable, by accomplishing all the actions 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2471, dated March 27, 2003. Any 

applicable corrective action must be done 

before further flight. Accomplishment of the 

HFEC and detailed inspections required by 

paragraph (h) of this AD ends the 

requirements of paragraphs (f) and (g) of this 

AD.

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 mirrors, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(1) Prior to the accumulation of 10,000 

total flight cycles. 

(2) Within 18 months after the effective 

date of this AD. 

(3) For airplanes on which the repair (i.e., 

chord replacement) has been accomplished 

in accordance with Boeing Service Bulletin 

747–53–2362, dated March 26, 1992, or in 

accordance with paragraph (f) or (g) of this 

AD (i.e., per Boeing Service Bulletin 747–53–

2064, Revision 4, dated September 23, 1983): 

Within 3,000 flight cycles after the 

replacement was accomplished.

Note 2: Repairs (i.e., chord replacement) 

accomplished prior to the effective date of 

this AD in accordance with Boeing Service 

Bulletin 747–53–2064, Revision 1, dated May 

18, 1973; Revision 2, dated February 22, 

1974; Revision 3, dated September 13, 1974; 

Revision 5, dated July 23, 1987; or Revision 

6, dated June 22, 1989; are considered to be 

applicable to the inspection threshold 

specified in paragraph (h)(3) of this AD.

(i) If any crack is found during any 

inspection required by paragraph (h) of this 

AD, and Boeing Alert Service Bulletin 747–

53A2471, dated March 27, 2003, specifies 

contacting Boeing for additional information: 

Before further flight, repair per a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically refer to this AD. 

Repetitive Inspections 

(j) Except as provided by paragraph (k) of 

this AD, repeat the inspections required by 

paragraph (h) of this AD thereafter at 

intervals not to exceed 3,000 flight cycles. 

(k) For airplanes on which both the chord 

replacement and bathtub fitting replacement 

were done in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2471, dated March 

27, 2003: Repeat the inspections required by 

paragraph (h) of this AD within 6,000 flight 

cycles after accomplishing both 

replacements. Thereafter repeat the 

inspections at intervals not to exceed 3,000 

flight cycles. 

Alternative Methods of Compliance (AMOC) 

(l)(1) In accordance with 14 CFR 39.19, the 

Manager, Seattle ACO, FAA, is authorized to 

AMOCs for this AD. 

(2) AMOCs, approved previously in 

accordance with AD 90–09–09, amendment 

39–6586, are approved as AMOCs with 

paragraph (f) or (g) of this AD, as applicable.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24726 Filed 11–4–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–19537; Directorate 

Identifier 2004–NM–145–AD] 

RIN 2120–AA64

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes; and C4–605R Variant 

F Airplanes (Collectively Called A300–

600), and Model A310 Series Airplanes 

Equipped With Certain Honeywell 

Inertial Reference Units (IRU)

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Airbus Model A300 B4–600, B4–600R, 

and F4–600R series airplanes; and C4–

605R Variant F airplanes (collectively 

called A300–600), and Model A310 

series airplanes, equipped with certain 

Honeywell inertial reference units 

(IRUs). This proposed AD would require 

revising the Limitations section of the 

Airplane Flight Manual to prohibit the 

use of CAT 2 and CAT 3 automatic 

landing and rollout procedures at 

certain airports. This proposed AD is 

prompted by a report that some 

magnetic deviation tables in the IRU 

database are obsolete and contain 

significant differences with the real 

magnetic deviations. We are proposing 

this AD to prevent an airplane from 

deviating from the runway centerline, 

and possibly departing the runway.