Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 64525

(1) Model DC–8–11, DC–8–12, DC–8–21, 

DC–8–31, DC–8–32, DC–8–33, DC–8–41, DC–

8–42, and DC–8–43 airplanes. 

(2) Model DC–8–50 series airplanes. 

(3) Model DC–8F–54 and DC–8F–55 

airplanes. 

(4) Model DC–8–60 series airplanes. 

(5) Model DC–8–60F series airplanes. 

(6) Model DC–8–70 series airplanes. 

(7) Model DC–8–70F series airplanes.

Unsafe Condition 

(d) This AD was prompted by reports of 

fatigue cracks in the fuselage skin in the 

lower cargo doorjamb corners. We are issuing 

this AD to detect and correct cracking in the 

lower cargo doorjamb corners, which could 

result in rapid decompression of the fuselage 

and consequent reduced structural integrity 

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 2004–

06–06

Note 1: This AD is related to AD 93–01–

15, amendment 39–8469, and will affect 

Principal Structural Elements (PSEs) 

53.08.042 and 53.08.043 of the DC–8 

Supplemental Inspection Document (SID), 

Report L26–011, Volume II, Revision 7, dated 

April 1993.

Group 1 Airplanes: Inspections and Optional 

Terminating Action 

(f) Except as provided by paragraph (m) of 

this AD: For airplanes identified as Group 1 

in McDonnell Douglas Service Bulletin DC8–

53–078, Revision 01, dated January 25, 2001: 

(1) Within 2,000 landings or 3 years after 

April 29, 2004 (the effective date of AD 

2004–06–06, amendment 39–13532), 

whichever occurs first, perform applicable 

inspections for cracking of the lower cargo 

doorjamb corners, in accordance with the 

Accomplishment Instructions of the service 

bulletin. 

(i) If no crack is detected during any 

inspection required by this paragraph: Repeat 

the inspections within the intervals specified 

in paragraph 1.E. of the service bulletin. 

(ii) If any crack is detected during any 

inspection required by this paragraph: Repair 

before further flight in accordance with the 

Accomplishment Instructions of the service 

bulletin. 

(2) Modification of the lower cargo 

doorjamb corners in accordance with the 

Accomplishment Instructions of the service 

bulletin terminates the repetitive inspection 

requirement of paragraph (f)(1)(i) of this AD. 

(3) For airplanes repaired or modified in 

accordance with paragraph (f)(1)(ii) or (f)(2) 

of this AD: Within 17,000 landings after the 

repair or modification, perform an eddy 

current inspection for cracks of the doorjamb 

corners, in accordance with the 

Accomplishment Instructions of the service 

bulletin (Drawing SN08530001). Repeat the 

inspection at intervals not to exceed 4,400 

landings. 

Group 2 Airplanes: Modification 

(g) Except as provided by paragraph (m) of 

this AD, for airplanes identified as Group 2 

in McDonnell Douglas Service Bulletin DC8–

53–078, Revision 01, dated January 25, 2001: 

(1) Within 2,000 landings or 3 years after 

April 29, 2004, whichever occurs first, 

modify the lower cargo doorjamb corners in 

accordance with the Accomplishment 

Instructions of the service bulletin. 

(2) Within 17,000 landings after the 

modification required by paragraph (g)(1) of 

this AD, perform applicable inspections for 

cracking of the doorjamb corners, in 

accordance with the Accomplishment 

Instructions of the service bulletin. Repeat 

the inspections at intervals not to exceed 

4,400 landings. 

Group 3 and Group 4 Airplanes: Inspections 

(h) For airplanes identified as Group 3 and 

Group 4 in McDonnell Douglas Service 

Bulletin DC8–53–078, Revision 01, dated 

January 25, 2001: Within 17,000 landings 

following accomplishment of the 

modification specified in the service bulletin, 

perform applicable inspections for cracking 

of the lower cargo doorjamb corners, in 

accordance with the Accomplishment 

Instructions of the service bulletin. Repeat 

the inspections at intervals not to exceed 

4,400 landings. 

All Airplanes: Repair Following PostModification Inspections 

(i) If any cracking is detected during any 

inspection required by paragraph (f)(3), (g)(2), 

or (h) of this AD: Repair before further flight 

in accordance with a method approved by 

the Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA; or per data 

meeting the type certification basis of the 

airplane approved by a Boeing Company 

Designated Engineering Representative (DER) 

who has been authorized by the Manager, Los 

Angeles ACO, to make such findings. For a 

repair method to be approved, the approval 

must specifically refer to this AD. 

Credit for Prior Accomplishment 

(j) Inspections done before the effective 

date of April 29, 2004, in accordance with 

McDonnell Douglas Service Bulletin DC8–

53–078, dated February 6, 1996, are 

acceptable for compliance with the 

applicable inspections required by this AD. 

(k) Inspections and repairs specified in this 

AD of areas of PSEs 53.08.042 and 53.08.043 

are acceptable for compliance with the 

applicable requirements of paragraphs (a) 

and (b) of AD 93–01–15. The remaining areas 

of the affected PSEs must be inspected and 

repaired as applicable, in accordance with 

AD 93–01–15. 

Report 

(l) At the applicable time specified in 

paragraph (l)(1) or (l)(2) of this AD: Submit 

a report of the findings (both positive and 

negative) of each inspection required by this 

AD to the Manager, Los Angeles ACO. Under 

the provisions of the Paperwork Reduction 

Act of 1980 (44 U.S.C. 3501 et seq.), the 

Office of Management and Budget (OMB) has 

approved the information collection 

requirements contained in this AD and has 

assigned OMB Control Number 2120–0056. 

(1) For an inspection done after April 29, 

2004: Submit the report within 10 days after 

the inspection. 

(2) For an inspection done before April 29, 

2004: Submit the report within 10 days after 

April 29, 2004. 

Requirements for Newly Added Airplanes 

(m) For airplanes not subject to the 

requirements of AD 2004–06–06, the 

reference time for compliance is the effective 

date of this new AD, rather than April 29, 

2004 (the effective date of AD 2004–06–06). 

Alternative Methods of Compliance 

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

Manager, Los Angeles ACO, FAA, is 

authorized to approve alternative methods of 

compliance (AMOCs) for this AD. 

(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 DER who has been authorized by the 

Manager, Los Angeles ACO, to make such 

findings. 

Material Incorporated by Reference 

(o) None. 

Related Information 

(p) None.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24724 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–2004–19535; Directorate 

Identifier 2004–NM–78–AD] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–300, 747SP, and 

747SR 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 

747–100, 747–100B, 747–100B SUD, 

747–200B, 747–300, 747SP, and 747SR 

series airplanes. That AD currently 

requires one-time inspections for 

cracking in certain upper deck floor 

beams and follow-on actions. This 

proposed AD would expand the existing 

inspection area, and would require 

inspecting fastener holes in certain areas 

of airplanes modified previously, and 

64526 Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 

taking corrective actions if necessary. 

This action also would define new 

sources for instructions for repairs and 

post-modification/repair inspections. 

This proposed AD is prompted by 

reports of fatigue cracking of the upper 

chord of certain upper deck floor beams. 

We are proposing this AD to find and 

fix cracking in certain upper deck floor 

beams, which could extend and sever 

floor beams adjacent to the body frame 

and result in rapid depressurization and 

loss of controllability 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. 

You can get the service information 

identified in this proposed AD from 

Boeing Commercial Airplanes, P.O. Box 

3707, Seattle, Washington 98124–2207. 

You may 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. 

This docket number is FAA–2004–

19535; the directorate identifier for this 

docket is 2004–NM–78–AD.

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 917–6437; 

fax (425) 917–6432.

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–

2004–19535; Directorate Identifier 

2004–NM–78–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 may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you may 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 may 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 

On August 30, 2002, we issued AD 

2002–18–04, amendment 39–12878 (67 

FR 57510, September 11, 2002), for 

certain Boeing Model 747–100, 747–

100B, 747–100B SUD, 747–200B, 747–

300, 747SP, and 747SR series airplanes. 

That AD requires one-time inspections 

for cracking in certain upper deck floor 

beams and follow-on actions. That AD 

was prompted by reports of fatigue 

cracking on the left and right ends of the 

upper chord of the station (STA) 340 

upper deck floor beam on several 

Boeing Model 747 series airplanes. We 

issued that AD to find and fix cracking 

in certain upper deck floor beams. Such 

cracking could extend and sever floor 

beams adjacent to the body frame and 

result in rapid depressurization and loss 

of controllability of the airplane. 

Relevant Service Information 

We’ve reviewed Boeing Service 

Bulletin 747–53A2459, Revision 1, 

dated March 11, 2004. Revision 1 of the 

service bulletin describes certain 

inspection procedures that are similar to 

those described in Boeing Alert Service 

Bulletin 747–53A2459, dated January 

11, 2001, which AD 2002–18–04 refers 

to as the applicable source of service 

information for certain actions required 

by that AD. Revision 1 of the service 

bulletin, however, expands the 

inspection area to include fastener holes 

inboard of the body frame. 

Part 5 of Revision 1 of the service 

bulletin describes procedures for postmodification/repair inspections. These 

inspections use the open-hole highfrequency eddy current (HFEC) 

inspection method. These inspections 

are intended to find cracking of the STA 

340 and STA 360 upper deck floor 

beams at fastener holes common to the 

upper chord, reinforcement straps, and 

body frame. The service bulletin also 

describes procedures for surface HFEC 

inspections for cracking along the lower 

edge of the upper chord and 

reinforcement straps of the floor beams, 

which you can use as an alternative to 

the post-modification/repair open-hole 

HFEC inspections. (AD 2002–18–04 

specifies that you must do postmodification/repair inspections in 

accordance with a method that we 

approve, or in accordance with data 

meeting the type certification basis of 

the airplane approved by an authorized 

Boeing Company Designated 

Engineering Representative (DER).) The 

service bulletin specifies repeating the 

inspection at intervals of 1,000 flight 

cycles (if you used the surface HFEC 

method for the most recent inspection), 

or 3,000 or 6,000 flight cycles, 

Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 64527

depending on fastener location (if you 

used the open-hole HFEC method for 

the most recent inspection). 

Part 5 of the service bulletin also 

describes procedures for corrective 

actions if you find cracking during the 

post-modification/repair inspections. 

These corrective actions include 

repairing cracking of the floor beam and 

body frame, or replacing, with new 

parts: 

• The outboard end of the upper 

chord (if you find cracking of the upper 

chord). 

• The outboard end of the web (if you 

find cracking of the floor beam web). 

• The reinforcement strap (if you find 

cracking of the reinforcement strap). 

Part 6 of Revision 1 of the service 

bulletin describes procedures for doing 

a one-time open-hole HFEC inspection 

of the fastener holes common to the 

reinforcement straps on airplanes that 

were modified in accordance with the 

original issue of the service bulletin, 

and taking corrective actions if 

necessary. The corrective actions in Part 

6 are the same as those in Part 5, which 

we describe in the preceding paragraph. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition. 

FAA’s Determination and Requirements 

of the Proposed AD 

We’ve 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’re proposing 

this AD, which would supersede AD 

2002–18–04. This proposed AD would 

continue to require one-time inspections 

for cracking in certain upper deck floor 

beams, and other specified actions. This 

proposed AD would expand the existing 

inspection area to include fastener holes 

inboard of the body frame, and would 

require performing a one-time 

inspection for cracking of fastener holes 

in certain areas of airplanes modified 

previously, and taking corrective actions 

if necessary. This action also would 

define new sources for instructions for 

repairs and post-modification/repair 

inspections. This proposed AD would 

require you to use the service 

information described previously to do 

these actions, except as discussed under 

‘‘Differences Between the Proposed AD 

and Service Bulletin.’’

Differences Between the Proposed AD 

and Service Bulletin 

The service bulletin specifies doing 

the initial post-modification/repair 

inspections in accordance with Figures 

12 and 13 of the service bulletin within 

6,000 flight cycles after doing the 

modification or permanent repair. 

We’ve added a grace period of 1,000 

flight cycles after the effective date of 

this AD for this inspection, to ensure 

that operators of airplanes that have 

accumulated close to or more than 6,000 

flight cycles since the modification or 

permanent repair was done have 

sufficient time to perform these 

proposed inspections.

The service bulletin specifies that you 

may contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require you to repair those conditions in 

one of the following ways: 

• Using a method that we approve; or 

• Using data that meet the type 

certification basis of the airplane, and 

that have been approved by a Boeing 

Company DER whom we’ve authorized 

to make such findings. 

Although the Accomplishment 

Instructions of Boeing Service Bulletin 

747–53A2459, Revision 1, describe 

procedures for reporting certain body 

frame cracks found on certain airplanes, 

this proposed AD would not require 

those actions. We don’t need this 

information from operators. 

For airplanes inspected previously in 

accordance with Boeing Alert Service 

Bulletin 747–53A2459 (but not 

previously modified or repaired), 

Boeing Service Bulletin 747–53A2459, 

Revision 1, does not specify a 

compliance time for inspecting the 

fastener holes inboard of the body frame 

that were added in Revision 1. 

Paragraph (j) of this proposed AD 

specifies these compliance times for that 

inspection:

COMPLIANCE TIMES FOR PARAGRAPH (J) 

Total number of accumulated flight cycles as of the 

effective date of this AD 

Compliance time 

22,000 or fewer ................... Within 5,000 flight cycles after the initial open-hole HFEC inspection for cracking in accordance with paragraph (f) 

of this AD, or within 1,000 flight cycles after the effective date of this AD, whichever is later. 

22,001 or more ................... Prior to the accumulation of 25,000 total flight cycles, or within 1,000 flight cycles after the effective date of this 

AD, whichever is later. 

In developing an appropriate 

compliance time for this inspection, we 

considered the manufacturer’s 

recommended compliance times for the 

other inspections in this proposed AD, 

and the degree of urgency associated 

with the subject unsafe condition. In 

light of these factors, we find that the 

specified compliance times represent an 

appropriate interval of time for affected 

airplanes to continue to operate without 

compromising safety. 

Changes to Existing AD 

This proposed AD would retain all 

requirements of AD 2002–18–04. Since 

AD 2002–18–04 was issued, 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 

2002–18–04

Corresponding

requirement in this

proposed AD 

paragraph (a) ............ paragraph (f). 

paragraph (b) ............ paragraph (g). 

paragraph (c) ............ paragraph (h). 

paragraph (d) ............ paragraph (i). 

Also, AD 2002–18–04 estimated that 

the number of work hours necessary for 

the post-modification/repair inspection 

was 8 work hours per inspection cycle. 

We reached that estimate based on the 

best-available data at the time. As 

explained previously, Revision 1 of the 

service bulletin includes procedures for 

these inspections and estimates that 

they will take about 24 work hours. 

We’ve revised the ‘‘Costs of 

Compliance’’ section of this proposed 

AD accordingly. 

Costs of Compliance 

This proposed AD would affect about 

433 airplanes worldwide. The following 

table provides the estimated costs for 

U.S. operators to comply with this 

proposed AD.

64528 Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Cost per airplane No. of U.S.-registered airplanes Fleet cost 

Initial inspections (required by AD 2002–

18–04).

8 .............................. $65 $520 ........................ 125 ...................... $65,000

Modification/permanent repair (required 

by AD 2002–18–04).

24 ............................ 65 1,560 ....................... 125 ...................... 195,000

Post-mod/repair inspections (required by 

AD 2002–18–04).

24, per inspection 

cycle.

65 1,560, per inspection 

cycle.

125 ...................... 195,000, per inspection cycle. 

One-time inspection of fastener holes inboard of the body frame (new requirement).24 ............................ 65 1,560 ....................... N/A ...................... 1,560, 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 

removing amendment 39–12878 (67 FR 

57510, September 11, 2002) and adding 

the following new airworthiness 

directive (AD):

Boeing: Docket No. FAA–2004–19535; 

Directorate Identifier 2004–NM–78–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 2002–18–04, 

amendment 39–12878. 

Applicability 

(c) This AD applies to Model 747–100, 

747–100B, 747–100B SUD, 747–200B, 747–

300, 747SP, and 747SR series airplanes; line 

numbers 1 through 810 inclusive; certificated 

in any category; and not equipped with a 

nose cargo door. 

Unsafe Condition 

(d) This AD was prompted by reports of 

fatigue cracking of the upper chord of certain 

upper deck floor beams. We are issuing this 

AD to find and fix cracking in certain upper 

deck floor beams, which could extend and 

sever floor beams adjacent to the body frame 

and result in rapid depressurization and loss 

of controllability 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. 

Requirements of AD 2002–18–04

Inspections 

(f) At the compliance time specified in 

paragraph (f)(1) or (f)(2) of this AD, as 

applicable, perform one-time detailed and 

open-hole high-frequency eddy current 

(HFEC) inspections for cracking in the upper 

deck floor beams at station (STA) 340 and 

STA 360, in accordance with Boeing Alert 

Service Bulletin 747–53A2459, dated January 

11, 2001; or Boeing Service Bulletin 747–

53A2459, Revision 1, dated March 11, 2004. 

As of the effective date of this AD, only 

Revision 1 may be used. For the purposes of 

this AD, flight cycles with a cabin differential 

pressure of 2.0 psi or less are not calculated 

into the compliance thresholds specified in 

this AD. However, all cabin pressure records 

must be maintained for each airplane, and no 

fleet averaging of cabin pressure is allowed.

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.’’

(1) For airplanes with 22,000 or fewer total 

flight cycles as of October 16, 2002 (the 

effective date of AD 2002–18–04, amendment 

39–12878): Do the inspections prior to the 

accumulation of 16,000 total flight cycles, or 

within 1,500 flight cycles after October 16, 

2002, whichever is later. 

(2) For airplanes with more than 22,000 

total flight cycles as of the effective date of 

this AD: Do the inspections within 500 flight 

cycles after October 16, 2002. 

Modification 

(g) If no crack is found during the 

inspections in accordance with paragraph (f) 

of this AD: Within 5,000 flight cycles after 

the initial inspections, modify the upper 

deck floor beams at STA 340 and STA 360, 

in accordance with Boeing Alert Service 

Bulletin 747–53A2459, dated January 11, 

2001; or Boeing Service Bulletin 747–

53A2459, Revision 1, dated March 11, 2004. 

As of the effective date of this AD, only 

Revision 1 may be used. If this modification 

is not done before further flight after the 

inspections required by paragraph (f) of this 

AD, those inspections must be repeated one 

time, immediately before accomplishing the 

modification in this paragraph. If any crack 

is found during these repeat inspections, 

before further flight, accomplish paragraph 

(h)(2) of this AD. 

Repair 

(h) If any crack is found during the 

inspections in accordance with paragraph (f) 

of this AD: Before further flight, repair in 

accordance with either paragraph (h)(1) or 

(h)(2) of this AD.

(1) Accomplish repairs in accordance with 

paragraphs (h)(1)(i) and (h)(1)(ii) of this AD. 

(i) Accomplish a time-limited repair 

(including removing certain fasteners and the 

existing strap, performing open-hole HFEC 

inspections of the chord and web, stopdrilling web cracks, replacing the outboard 

section of the web, if applicable, and 

installing new straps) in accordance with 

Boeing Alert Service Bulletin 747–53A2459, 

dated January 11, 2001; or Boeing Service 

Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 64529

Bulletin 747–53A2459, Revision 1, dated 

March 11, 2004; except where the service 

bulletin specifies to contact Boeing for 

appropriate action, repair in accordance with 

a method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

in accordance with data meeting the type 

certification basis of the airplane approved 

by a Boeing Company Designated 

Engineering Representative (DER) who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved as required by this 

paragraph, the approval must specifically 

reference this AD. As of the effective date of 

this AD, only Revision 1 may be used. 

(ii) Within 18 months or 1,500 flight cycles 

after installation of the time-limited repair in 

accordance with paragraph (h)(1)(i) of this 

AD, whichever is first, do paragraph (h)(2) of 

this AD. 

(2) Accomplish a permanent repair in 

accordance with Boeing Alert Service 

Bulletin 747–53A2459, dated January 11, 

2001; or Boeing Service Bulletin 747–

53A2459, Revision 1, dated March 11, 2004; 

except where the service bulletin specifies to 

contact Boeing for appropriate action, repair 

in accordance with a method approved by 

the Manager, Seattle ACO; or in accordance 

with data meeting the type certification basis 

of the airplane approved by a Boeing 

Company DER who has been authorized by 

the Manager, Seattle ACO, to make such 

findings. For a repair method to be approved 

as required by this paragraph, the approval 

must specifically reference this AD. As of the 

effective date of this AD, only Revision 1 may 

be used. 

Repetitive Inspections: Post-Modification/

Repair 

(i) Within 15,000 flight cycles after 

modification of the upper deck floor beams 

in accordance with paragraph (g) of this AD 

or after permanent repair of the upper deck 

floor beams in accordance with paragraph (h) 

of this AD, as applicable: Perform either 

open-hole HFEC inspections for cracking of 

fastener holes common to the upper chord, 

reinforcement straps, and the body frame; or 

surface HFEC inspections for cracking along 

the lower edge of the upper chord of the floor 

beam at the intersection with the body frame; 

and repeat these inspections at the interval 

specified in paragraph (i)(1) or (i)(2) of this 

AD, as applicable, until the initial inspection 

required by paragraph (l) of this AD is 

complete. Perform these inspections and 

repair any cracking found during these 

inspections in accordance with a method 

approved by the Manager, Seattle ACO, or in 

accordance with data meeting the type 

certification basis of the airplane approved 

by a Boeing Company DER who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. For an inspection or 

repair method to be approved as required by 

this paragraph, the approval must 

specifically reference this AD. 

(1) If the most recent inspection used the 

surface HFEC method: Repeat the inspection 

within 1,000 flight cycles. 

(2) If the most recent inspection used the 

open-hole HFEC method: Repeat the 

inspection every 3,000 flight cycles.

Note 2: There is no terminating action at 

this time for the repetitive post-modification/

repair inspections in accordance with 

paragraph (i) of this AD, and instructions for 

these inspections are not provided in the 

original issue of Boeing Alert Service 

Bulletin 747–53A2459, dated January 11, 

2001.

New Requirements of This AD 

One-Time Inspection for Airplanes Inspected 

Previously 

(j) For airplanes on which the inspection 

in paragraph (f) of this AD has been done 

prior to the effective date of this AD in 

accordance with Boeing Alert Service 

Bulletin 747–53A2459, dated January 11, 

2001, but the modification specified in 

paragraph (g) or the permanent repair 

specified in paragraph (h) of this AD has not 

been done: At the applicable time specified 

in Table 1 of this AD, do one-time detailed 

and open-hole HFEC inspections for cracking 

of the fastener holes inboard of the body 

frame that were not previously inspected on 

the STA 340 and STA 360 upper deck floor 

beams. Do this inspection in accordance with 

Part 1 of the Accomplishment Instructions of 

Boeing Service Bulletin 747–53A2459, 

Revision 1, dated March 11, 2004.

TABLE 1.—COMPLIANCE TIMES FOR PARAGRAPH (J) 

Total number of accumulated flight cycles as of the 

effective date of this AD 

Compliance time 

22,000 or fewer ................... Within 5,000 flight cycles after the initial open-hole HFEC inspection for cracking in accordance with paragraph (f) 

of this AD, or within 1,000 flight cycles after the effective date of this AD, whichever is later. 

22,001 or more ................... Prior to the accumulation of 25,000 total flight cycles, or within 1,000 flight cycles after the effective date of this 

AD, whichever is later. 

One-Time Inspection for Airplanes Modified/

Repaired Previously 

(k) For airplanes on which the 

modification specified in paragraph (g) or the 

permanent repair specified in paragraph (h) 

of this AD has been done prior to the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 747–53A2459, 

dated January 11, 2001: At the applicable 

time specified in Table 2 of this AD, do a 

one-time open-hole HFEC inspection for 

cracking of fastener holes common to the 

modification straps, in accordance with Part 

6 of the Accomplishment Instructions of 

Boeing Service Bulletin 747–53A2459, 

Revision 1, dated March 11, 2004.

TABLE 2.—COMPLIANCE TIMES FOR PARAGRAPH (K) 

Total number of accumulated flight cycles when the 

modification or permanent 

repair was done 

Compliance time 

22,000 or fewer ................... Within 3,000 flight cycles after doing the modification or permanent repair, or 1,000 flight cycles after the effective 

date of this AD, whichever is later. 

22,001 or more ................... Within 1,500 flight cycles after doing the modification or permanent repair, or 1,000 flight cycles after the effective 

date of this AD, whichever is later. 

Repetitive Inspections: Post-Modification/

Repair 

(l) Do open-hole HFEC inspections for 

cracking of the STA 340 and STA 360 upper 

deck floor beams at fastener holes common 

to the upper chord, reinforcement straps, and 

body frame; or do surface HFEC inspections 

for cracking along the lower edge of the 

upper chord and reinforcement straps of the 

floor beams. Do the applicable inspection in 

accordance with Part 5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2459, Revision 1, 

dated March 11, 2004. Do the initial 

inspections at the applicable times specified 

in Table 3 of this AD, and repeat the 

inspection at the applicable interval specified 

64530 Federal Register / Vol. 69, No. 214 / Friday, November 5, 2004 / Proposed Rules 

in Figure 9 of the service bulletin. 

Completing the initial inspection required by 

this paragraph terminates the repetitive 

inspections required by paragraph (i) of this 

AD. For airplanes on which paragraph (i) of 

this AD has not been done, doing the initial 

inspection required by this paragraph at the 

specified compliance time eliminates the 

need to comply with paragraph (i) of this AD.

TABLE 3.—COMPLIANCE TIMES FOR INITIAL INSPECTION REQUIRED BY PARAGRAPH (L) 

For the inspections identified in the following 

figures referenced in figure 9 of the service bulletin—For these airplanes— Do the inspection—

Figure 10 or 11 ................................................... Airplanes not inspected previously in accordance with paragraph (i) of this AD.Within 15,000 flight cycles after doing the 

modification or permanent repair. 

Figure 10 or 11 ................................................... Airplanes inspected previously in accordance 

with paragraph (i) of this AD using the surface HFEC method for the most recent inspection.

Within 1,000 flight cycles after the most recent inspection. 

Figure 10 or 11 ................................................... Airplanes inspected previously in accordance 

with paragraph (i) of this AD using the 

open-holeHFEC method for the most recent 

inspection.

Within 3,000 flight cycles after the most recent inspection. 

Figure 12 or 13 ................................................... All airplanes ..................................................... Within 6,000 flight cycles after doing the 

modification or permanent repair, or within 

1,000 flight cycles after the effective date of 

this AD, whichever is later. 

Repair 

(m) If any crack is found during any 

inspection required by paragraph (j), (k), or 

(l) of this AD: Before further flight, repair in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747–

53A2459, Revision 1, dated March 11, 2004; 

except where the service bulletin specifies to 

contact Boeing for appropriate action, repair 

in accordance with a method approved by 

the Manager, Seattle ACO; or in accordance 

with data meeting the type certification basis 

of the airplane approved by a Boeing 

Company DER 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. 

Reporting Not Required 

(n) Although Boeing Service Bulletin 747–

53A2459, Revision 1, dated March 11, 2004, 

specifies to report certain body frame cracks 

on certain airplanes, this AD does not 

include that requirement. 

Alternative Methods of Compliance (AMOCs) 

(o)(1) The Manager, Seattle ACO, has the 

authority to approve AMOCs for this AD, if 

requested using 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 such 

findings. 

(3) AMOCs approved previously in 

accordance with AD 2002–18–04, 

amendment 39–12878, are approved as 

alternative methods of compliance with 

paragraphs (f), (g), (h), and (i) of this AD.

Issued in Renton, Washington, on October 

26, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24723 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–2004–19534; Directorate 

Identifier 2004–NM–99–AD] 

RIN 2120–AA64

Airworthiness Directives; Airbus Model 

A300 B2 and B4 Series Airplanes; 

Model A300 B4–600, B4–600R, and F4–

600R Series Airplanes, and Model A300 

C4–605R Variant F Airplanes 

(Collectively Called A300–600); and 

Model A310 Series Airplanes

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 Airbus airplane models, as 

specified above. This proposed AD 

would require modifying the thermal 

insulation system of certain fuselage 

frames, and modifying the fuselage 

drainage system. This proposed AD 

would also require revising the FAAapproved maintenance inspection 

program to include inspections for 

corrosion or cracking in the subject 

areas. This proposed AD is prompted by 

reports of corrosion in the lower part of 

the pressure bulkhead at certain 

fuselage frames. We are proposing this 

AD to prevent accumulation of 

condensation in the insulation blankets 

of certain fuselage frames, which could 

cause corrosion that could result in 

reduced structural integrity of the 

fuselage and consequent rapid 

decompression of the airplane.

DATES: We must receive comments on 

this proposed AD by December 6, 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 Airbus, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France. 

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or in person 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: