6542 Federal Register / Vol. 69, No. 28 / Wednesday, February 11, 2004 / Rules and Regulations 

operation of the emergency release 

mechanism of the service/emergency door by 

accomplishing all of the actions specified in 

paragraphs A. through R. of the 

Accomplishment Instructions of Fokker 

Service Bulletin F28/52–118, dated June 25, 

2001.

Note 1: For the purposes of this AD, a 

general visual inspection is defined as: ‘‘A 

visual examination of an interior or exterior 

area, installation, or assembly to detect 

obvious damage, failure, or irregularity. This 

level of inspection is made from within 

touching distance unless otherwise specified. 

A mirror may be necessary to enhance visual 

access to all exposed surfaces in the 

inspection area. This level of inspection is 

made under normally available lighting 

conditions such as daylight, hangar lighting, 

flashlight, or droplight and may require 

removal or opening of access panels or doors. 

Stands, ladders, or platforms may be required 

to gain proximity to the area being checked.’’

(1) If no discrepant or corroded part is 

found during the inspection required by 

paragraph (a) of this AD: Repeat the actions 

specified in paragraph (a) of this AD 

thereafter at intervals not to exceed 1,500 

flight hours or 18 months, whichever occurs 

first. 

(2) If any discrepancy (including a torque 

value that exceeds the limits specified in the 

applicable service bulletin, an improperly 

installed part, or a damaged part) is found, 

or if a corroded part is found, during any 

inspection required by paragraph (a) of this 

AD: Before further flight, do the applicable 

corrective action in accordance with the 

Accomplishment Instructions of the service 

bulletin. Repeat the actions specified in 

paragraph (a) of this AD thereafter at 

intervals not to exceed 1,500 flight hours or 

18 months, whichever occurs first.

Optional Terminating Action and 

Concurrent Service Bulletin 

(b) Replacement of the Bowden cableoperated service/emergency door with a 

push-pull rod-operated service/emergency 

door, in accordance with Fokker Service 

Bulletin F28/52–89, dated October 31, 1983, 

constitutes terminating action only for the 

repetitive inspections and lubrication 

required by paragraph (a) of this AD. 

(c) For airplanes with serial numbers 11003 

to 11051 inclusive, 11991, and 11992: Prior 

to or concurrent with paragraph (b) of this 

AD, accomplish the modification specified in 

part VII of Fokker Service Bulletin F28/52–

55, Revision 1, dated February 28, 1977. 

Alternative Methods of Compliance 

(d) In accordance with 14 CFR 39.19, the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, is 

authorized to approve alternative methods of 

compliance for this AD. 

Incorporation by Reference 

(e) The actions shall be done in accordance 

with Fokker Service Bulletin F28/52–118, 

dated June 25, 2001. This incorporation by 

reference was approved by the Director of the 

Federal Register in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Fokker Services B.V., P.O. Box 

231, 2150 AE Nieuw-Vennep, the 

Netherlands. Copies may be inspected at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington; or at 

the Office of the Federal Register, 800 North 

Capitol Street, NW., Suite 700, Washington, 

DC.

Note 2: The subject of this AD is addressed 

in Dutch airworthiness directive 2001–094, 

dated July 31, 2001.

Effective Date 

(f) This amendment becomes effective on 

March 17, 2004.

Issued in Renton, Washington, on January 

30, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–2573 Filed 2–10–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2001–NM–238–AD; Amendment 

39–13453; AD 2004–03–09] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200F, 747–200C, 

747–300, 747SR, and 747SP Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to all Boeing Model 747–100, 

747–100B, 747–100B SUD, 747–200B, 

747–200F, 747–200C, 747–300, 747SR, 

and 747SP series airplanes. This AD 

requires repetitive inspections for 

discrepancies of the structure near and 

common to the upper chord and splice 

fittings of the rear spar of the wing, and 

repair if necessary. This AD also 

provides for an optional modification 

that, if accomplished, terminates the 

repetitive inspection requirement, but 

would necessitate eventual postmodification inspections. This action is 

necessary to find and fix fatigue 

cracking of structure near and common 

to the upper chord and splice fittings of 

the rear spar of the wing, which could 

result in loss of structural integrity of 

the airplane. This action is intended to 

address the identified unsafe condition.

DATES: Effective March 17, 2004. 

The incorporation by reference of a 

certain publication listed in the 

regulations is approved by the Director 

of the Federal Register as of March 17, 

2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the 

Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: 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.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to all Boeing Model 

747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200F, 747–200C, 747–

300, 747SR, and 747SP series airplanes 

was published in the Federal Register

on June 18, 2003 (68 FR 36506). That 

action proposed to require repetitive 

inspections for discrepancies of the 

structure near and common to the upper 

chord and splice fittings of the rear spar 

of the wing, and repair if necessary. 

That action also proposed to provide for 

an optional modification that, if 

accomplished, would terminate the 

repetitive inspection requirement, but 

would necessitate eventual postmodification inspections. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

single comment received. 

Request To Change Paragraph (c) of the 

Proposed AD 

One commenter, the manufacturer, 

requests a change to paragraph (c) of the 

proposed AD to state, ‘‘If any cracking, 

corrosion, or damage is found * * *’’

rather than ‘‘If any cracking is found 

***’’. The commenter states that 

corrosion is often present in bolt holes 

vacated by alloy steel bolts, and that 

damage can occur during removal and 

installation of bolts. The commenter 

also requests that paragraph (c) be 

changed to reference ‘‘Part 3—

Inspection and Repair,’’ of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–57A2314, Revision 

1, dated January 9, 2003 (which is 

Federal Register / Vol. 69, No. 28 / Wednesday, February 11, 2004 / Rules and Regulations 6543

referenced in the proposed AD as the 

appropriate source of service 

information for the required actions) for 

the proposed repair for cracked, 

corroded, and damaged fastener holes. 

The FAA agrees. The comments 

clarify the types of discrepancies for 

operators to look for and point out 

which part of the Accomplishment 

Instructions of Boeing Service Bulletin 

747–57A2314, Revision 1, dated January 

9, 2003, contains the necessary 

instructions for repair. We have revised 

paragraph (c) of the final rule to include 

the requested changes. For the same 

reason, we have added reference to 

paragraph (d) of the final rule and Part 

4 of the service bulletin. 

Request To Change Paragraph (d) of the 

Proposed AD 

The same commenter requests a 

change to paragraph (d) of the proposed 

AD to include a reference to the 

installation of new bushings, as 

required. The request is intended to 

make the wording in the proposed AD 

consistent with the wording in Boeing 

Service Bulletin 747–57A2314, Revision 

1, dated January 9, 2003. 

The FAA agrees. The comments 

clarify the type of modification that is 

allowed in Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 

2003. We have revised paragraph (d) of 

the final rule to include the requested 

change. 

Request To Change Paragraph (e) of the 

Proposed AD to Reference H–11 Bolts 

The same commenter requests that 

paragraph (e) of the proposed AD 

include a reference to an ultrasonic or 

magnetic particle inspection of removed 

H–11 bolts, and a reference to a detailed 

inspection of other non H–11 removed 

bolts for cracking, corrosion, or damage. 

The commenter states that a visual 

inspection of H–11 steel bolts is not 

adequate for finding cracks in these 

bolts because H–11 bolts are susceptible 

to stress corrosion cracking. The 

commenter further states that it is 

necessary to find small cracks by nondestructive test (NDT) methods before 

the cracks grow long enough to fracture 

the H–11 bolts and cause the loss of 

shear load capability in the splices. The 

commenter adds that a detailed visual 

inspection is adequate for finding 

damage to titanium or Inconel bolts 

because these bolts are not susceptible 

to stress corrosion cracking. 

The FAA does not agree with the 

proposed changes to paragraph (e) of the 

AD. Paragraph (e) requires inspections 

only after the modification per 

paragraph (d) has been accomplished. 

Once the optional modification in 

paragraph (d) of the AD is 

accomplished, all H–11 bolts will have 

been replaced with updated Inconel 

bolts, thereby eliminating the need for 

inspections of H–11 bolts. Therefore, we 

have determined that no instructions 

referring to H–11 bolts in the postmodification instructions are necessary. 

No change to the final rule is necessary 

on this issue. 

Request To Change Paragraph (e)(2) of 

the Proposed AD to Refer to Part 5 of 

the Service Bulletin 

The same commenter requests a 

change to paragraph (e)(2) of the 

proposed AD to include a reference to 

Part 5 of Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 

2003, which contains instructions for 

repairing cracked holes found during 

post modification inspections. 

The FAA agrees. The comments 

clarify where to find the repair 

instructions in the Accomplishment 

Instructions of Boeing Service Bulletin 

747–57A2314, Revision 1, dated January 

9, 2003. We have revised paragraph 

(e)(2) of the final rule to include the 

requested change. 

Request To Change Paragraph (f) of the 

Proposed AD 

The same commenter requests that the 

FAA change paragraph (f) of the 

proposed AD to include a reference to 

the original release of Boeing Alert 

Service Bulletin 747–57A2314, dated 

June 28, 2001. The purpose of the 

change would be to ensure that 

operators are aware that inspections, 

repairs, or modifications accomplished 

before the effective date of the proposed 

AD, per the original release or Revision 

1 of the service bulletin are acceptable 

methods of compliance.

While the FAA agrees with the intent 

of the comment, we find that paragraph 

(f) of the AD already provides for 

acceptable use of the original release of 

the service bulletin. In addition, the AD 

implies that actions accomplished 

previously per Revision 1 of the service 

bulletin are acceptable because the 

proposed AD is written to address the 

actions required by Boeing Service 

Bulletin 747–57A2314, Revision 1, 

dated January 9, 2003, which was 

inadvertently listed by the commenter 

as having a date of June 28, 2001. 

Operators are given credit for work 

previously performed by the means of 

the phrase in the ‘‘Compliance’’ section 

of the AD that states, ‘‘Required as 

indicated, unless accomplished 

previously.’’ Therefore, in the case of 

this AD, if the required inspections, 

repairs, or modifications have been 

accomplished before the effective date 

of this AD, this AD does not require that 

they be repeated. No change to the final 

rule is necessary on this issue. 

Request To Change Paragraph (j) of the 

Proposed AD 

The same commenter requests that the 

FAA include paragraph (e) of the 

proposed AD in the list in paragraph (j) 

of the proposed AD. Paragraph (j) of the 

proposed AD contains a list of 

paragraphs that are excepted from the 

restriction on the installation of any 

alloy steel bolt in any location specified 

in the proposed AD on any airplane 

listed in the applicability of the 

proposed AD. The commenter states 

that both paragraph (e) of the proposed 

AD and Figure 2, Table 3 of Boeing 

Service Bulletin 747–57A2314, Revision 

1, allow for re-installation of alloy steel 

bolts provided that they have been 

inspected by ultrasonic or magnetic 

particle inspection and found to be free 

of cracks, corrosion, or damage. The 

commenter states that the requirement 

to replace undamaged H–11 alloy steel 

bolts will result in unnecessary cost to 

the operators and will conflict with the 

service bulletin. The commenter further 

states that airplanes may be 

unnecessarily grounded by the lack of 

replacement Inconel bolts, which are 

difficult to procure, and that the 

requirement would place an economic 

burden on the manufacturer to maintain 

a large inventory of replacement bolts. 

In addition, the commenter states that 

the manufacturer has received no 

reports of multiple H–11 bolt fractures 

in the splice at the rear spar upper 

chord side of the body splice and upper 

surface stringer 1. As a result, the 

commenter states, flight safety is 

provided by existing maintenance. The 

commenter further states that Boeing 

Service Bulletin 747–57A2314, Revision 

1, dated January 9, 2003, requires 

ultrasonic or magnetic particle 

inspection of the alloy steel bolts during 

each repeat inspection of the bolt holes, 

and that the bolts must be free of cracks 

before they can be re-installed in the 

holes. According to the commenter, the 

repeat inspections every 6,000 to 13,000 

flight cycles, and the replacement of the 

alloy steel bolts with Inconel bolts 

during splice modification provide an 

additional level of safety. 

The FAA does not agree with this 

request to add paragraph (e) of the 

proposed AD to the list of paragraphs 

that are excepted from the restriction on 

the installation of any alloy steel bolt in 

paragraph (j) of the proposed AD. In 

reaching this conclusion, we considered 

that paragraph (e) does not allow for the 

re-installation of alloy steel (H–11) bolts 

because, in order for the postVerDate jul<14>2003 14:51 Feb 10, 2004 Jkt 203001 PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 E:\FR\FM\11FER1.SGM 11FER1
6544 Federal Register / Vol. 69, No. 28 / Wednesday, February 11, 2004 / Rules and Regulations 

modification inspections of paragraph 

(e) to be necessary, the optional 

modification of paragraph (d) must have 

been previously accomplished. If the 

operators chooses to accomplish the 

optional modification of paragraph (d), 

all alloy steel (H–11) bolts are required 

to be replaced with Inconel bolts. Also, 

it is important that once the Inconel 

bolts are installed as part of the 

modification, they are not replaced by 

alloy steel (H–11) bolts in the future. No 

change to the final rule is necessary on 

this issue. 

Explanation of Change Made to the 

Proposed AD 

The FAA has changed all references 

to a ‘‘Boeing Alert Service Bulletin 747–

57A2314, Revision 1’’ in the proposed 

AD to ‘‘Boeing Service Bulletin 747–

57A2314, Revision 1’’ in this final rule. 

We have also changed the paragraph (j) 

to refer to the H–11 bolt for clarity. 

Conclusion 

After careful review of the available 

data, including the comments noted 

above, the FAA has determined that air 

safety and the public interest require the 

adoption of the rule with the changes 

previously described. The FAA has 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Changes to 14 CFR Part 39/Effect on the 

Proposed AD 

On July 10, 2002, the FAA issued a 

new version of 14 CFR part 39 (67 FR 

47997, July 22, 2002), which governs the 

FAA’s airworthiness directives system. 

The regulation now includes material 

that relates to altered products, special 

flight permits, and alternative methods 

of compliance. However, for clarity and 

consistency in this final rule, we have 

retained the language of the NPRM 

regarding that material. 

Change to Labor Rate Estimate 

We have reviewed the figures we have 

used over the past several years to 

calculate AD costs to operators. To 

account for various inflationary costs in 

the airline industry, we find it necessary 

to increase the labor rate used in these 

calculations from $60 to $65 per work 

hours. The cost impact information, 

below, reflects this increase in the 

specified hourly labor rate. 

Cost Impact 

There are approximately 593 

airplanes of the affected design in the 

worldwide fleet. The FAA estimates that 

176 airplanes of U.S. registry are 

affected by this AD.

It will take approximately 8 work 

hours per airplane to accomplish the 

required inspection, at an average labor 

rate of $65 per work hour. Based on 

these figures, the cost impact of the 

required inspection on U.S. operators is 

estimated to be $91,520, or $520 per 

airplane, per inspection cycle. 

The cost impact figure discussed 

above is based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Should an operator elect to 

accomplish the optional terminating 

action that is provided by this AD 

action, it will take approximately 22 

work hours to accomplish it, at an 

average labor rate of $65 per work hour. 

The cost of required parts will be 

approximately $10,700 per airplane. 

Based on these figures, the cost impact 

of the optional terminating action will 

be approximately $12,130 per airplane. 

If the optional terminating action 

provided by this AD action is 

accomplished, an eventual postmodification inspection is necessary. 

That inspection will take approximately 

8 work hours per airplane to 

accomplish, at an average labor rate of 

$65 per work hour. Based on these 

figures, the cost impact of the post 

modification inspections would be 

approximately $250 per airplane, per 

inspection cycle. 

Regulatory Impact 

The regulations adopted herein will 

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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979); and (3) 

will not have a significant economic 

impact, positive or negative, on a 

substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (14 CFR part 39) as follows:

PART 39—AIRWORTHINESS 

DIRECTIVES

■ 1. The authority citation for part 39 

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

■ 2. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2004–03–09 Boeing: Amendment 39–13453. 

Docket 2001–NM–238–AD.

Applicability: All Model 747–100, 747–

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

747–200C, 747–300, 747SR, and 747SP series 

airplanes; certificated in any category.

Note 1: This AD applies to each airplane 

identified in the preceding applicability 

provision, regardless of whether it has been 

modified, altered, or repaired in the area 

subject to the requirements of this AD. For 

airplanes that have been modified, altered, or 

repaired so that the performance of the 

requirements of this AD is affected, the 

owner/operator must request approval for an 

alternative method of compliance in 

accordance with paragraph (k) of this AD. 

The request should include an assessment of 

the effect of the modification, alteration, or 

repair on the unsafe condition addressed by 

this AD; and, if the unsafe condition has not 

been eliminated, the request should include 

specific proposed actions to address it.

Compliance: Required as indicated, unless 

accomplished previously. 

To find and fix fatigue cracking of structure 

near and common to the upper chord and 

splice fittings of the rear spar of the wing, 

which could result in loss of structural 

integrity of the airplane, accomplish the 

following: 

Initial Inspections 

(a) Perform inspections for discrepancies of 

the structure near and common to the upper 

chord and splice fittings of the rear spar of 

the wing, per Part 2 of the Accomplishment 

Instructions of Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 2003. 

The inspection procedures include removing 

existing bolts; performing an ultrasonic or 

Federal Register / Vol. 69, No. 28 / Wednesday, February 11, 2004 / Rules and Regulations 6545

magnetic particle inspection for cracking of 

removed H–11 bolts; performing a detailed 

inspection of all other removed bolts for 

cracking, corrosion, or damage; replacing 

cracked, corroded, or damaged bolts with 

new improved bolts; removing any installed 

repair bushings; performing an open-hole 

high frequency eddy current (HFEC) 

inspection for cracking of the bolt holes; 

installing new bushings, if necessary; 

reinstalling bolts that are not cracked, 

corroded, or damaged; torquing the nuts; 

performing a detailed inspection of the shim 

between the kick fitting and bulkhead strap 

for cracking or migration; and replacing the 

shim with a new shim if necessary, except as 

provided by paragraph (h) of this AD. Do the 

initial inspection at the time specified in 

paragraph (a)(1) or (a)(2) of this AD, 

whichever is later. 

(1) Inspect at the earlier of the applicable 

times specified in the ‘‘Flights’’ and ‘‘Hours’’

columns under the heading ‘‘Initial 

Inspection Threshold’’ in Table 1 of Figure 1 

of the service bulletin. Where the ‘‘Initial 

Inspection Threshold’’ column of Table 1 of 

Figure 1 of the service bulletin specifies 

‘‘flights’’ and ‘‘hours,’’ for the purposes of 

this paragraph the numbers in that column 

are considered to be the airplane’s total flight 

cycles and total flight hours. 

(2) Inspect within 18 months after the 

effective date of this AD.

Note 2: For the purposes of this AD, a 

detailed inspection is defined as: ‘‘An 

intensive visual examination of a specific 

structural area, system, installation, or 

assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at intensity deemed appropriate by 

the inspector. Inspection aids such as mirror, 

magnifying lenses, etc., may be used. Surface 

cleaning and elaborate access procedures 

may be required.’’

Repetitive Inspections 

(b) Repeat the inspection required by 

paragraph (a) of this AD at intervals not to 

exceed the earlier of the times specified in 

the ‘‘Flights’’ and ‘‘Hours’’ columns under 

the heading ‘‘Repeat Inspection Intervals’’ in 

Table 1 of Figure 1 of Boeing Service Bulletin 

747–57A2314, Revision 1, dated January 9, 

2003, until paragraph (d) of this AD is 

accomplished. Where the ‘‘Repeat Inspection 

Intervals’’ column of Table 1 of Figure 1 of 

the service bulletin specifies ‘‘flights’’ and 

‘‘hours,’’ for the purposes of this paragraph, 

the figures in that column are considered to 

be the number of flight cycles and flight 

hours from the time of the most recent 

inspection per paragraph (a) or (b) of this AD, 

except as provided by paragraph (g) of this 

AD.

Repair 

(c) If any cracking, corrosion, or damage is 

found during any inspection required by 

paragraph (a), (b) or (d) of this AD, before 

further flight, repair per Part 3 or 4 (as 

applicable) of the Accomplishment 

Instructions of Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 2003, 

except as provided by paragraph (h) of this 

AD. 

Optional Modification 

(d) Accomplishment of the modification 

specified in Part 4 of the Accomplishment 

Instructions of Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 2003, 

constitutes terminating action for the initial 

inspections required by paragraph (a) of this 

AD and the repetitive inspections required by 

paragraph (b) of this AD, provided that the 

repetitive post-modification inspections 

required by paragraph (e) of this AD are 

initiated at the applicable time. The 

modification procedures include removing 

installed repair bushings, performing an 

open-hole HFEC inspection for cracking of 

the bolt holes, repairing any cracking that is 

found, oversizing bolt holes, and installing 

new bushings as required, and new improved 

bolts. 

Post-Modification Inspections 

(e) For airplanes on which the optional 

modification specified in paragraph (d) of 

this AD is accomplished: At the earlier of the 

times specified in the ‘‘Flights’’ and ‘‘Hours’’

columns under the heading ‘‘Post 

Modification Threshold’’ in Table 2 of Figure 

1 of Boeing Service Bulletin 747–57A2314, 

Revision 1, dated January 9, 2003, perform a 

post-modification inspection per Part 5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–57A2314, Revision 1, 

dated January 9, 2003. The inspection 

procedures include removing existing bolts; 

performing a detailed inspection of removed 

bolts for cracking, corrosion, or damage; 

replacing cracked, corroded, or damaged 

bolts with new bolts; removing any installed 

repair bushings; performing an open-hole 

HFEC inspection for cracking of the bolt 

holes; installing new bushings if necessary; 

reinstalling bolts that are not cracked, 

corroded, or damaged; torquing the nuts; 

performing a detailed inspection of the shim 

between the kick fitting and bulkhead strap 

for cracking or migration; and replacing the 

shim with a new shim if necessary; except as 

provided by paragraph (h) of this AD. Where 

the ‘‘Post Modification Inspection 

Threshold’’ column of Table 2 of Figure 1 of 

the service bulletin specifies ‘‘flights’’ and 

‘‘hours,’’ for the purposes of this paragraph, 

the numbers in that column are considered 

to be the flight cycles and flight hours after 

accomplishment of the modification 

specified in paragraph (d) of this AD. 

(1) Repeat the inspection at intervals not to 

exceed the earlier of the times specified in 

the ‘‘Flights’’ and ‘‘Hours’’ columns under 

the heading ‘‘Post Modification Repeat 

Inspection Intervals’’ in Table 2 of Figure 1 

of the service bulletin. Where the ‘‘Post 

Modification Repeat Inspection Intervals’’

column of Table 2 of Figure 1 of the service 

bulletin specifies ‘‘flights’’ and ‘‘hours,’’ for 

the purposes of this paragraph, the numbers 

in that column are considered to be the flight 

cycles and flight hours since the most recent 

inspection per paragraph (e) or (e)(1) of this 

AD. 

(2) If any cracking is found during any 

inspection required by paragraph (e) or (e)(1) 

of this AD, before further flight, repair per 

Part 5 of the Accomplishment Instructions of 

Boeing Service Bulletin 747–57A2314, 

Revision 1, dated January 9, 2003, except as 

provided by paragraph (h) of this AD. 

Actions Accomplished per Previous Issue of 

Service Bulletin 

(f) Inspections, repairs, or modifications 

accomplished before the effective date of this 

AD per Boeing Alert Service Bulletin 747–

57A2314, including Appendix A and B, 

dated June 28, 2001, are considered 

acceptable for compliance with the 

corresponding action specified in this AD, 

except as provided by paragraph (h) of this 

AD. 

(g) As specified in Flag Note 1 of the logic 

diagram in Figure 1 of Boeing Service 

Bulletin 747–57A2314, Revision 1, dated 

January 9, 2003: An inspection accomplished 

before the effective date of this AD per Figure 

4, Step 14, of Boeing Service Bulletin 747–

57–2110, Revision 6, dated November 21, 

1991; or Revision 7, dated April 23, 1998; is 

considered acceptable, as applicable, for 

compliance with the initial inspection 

required by paragraph (a) of this AD. An 

inspection accomplished before the effective 

date of this AD per Figure 4, Step 9, of 

Boeing Service Bulletin 747–57–2110, 

Revision 3, dated February 19, 1987; 

Revision 4, dated May 26, 1988; and Revision 

5, dated October 26, 1989; is also considered 

acceptable, as applicable, for compliance 

with the initial inspection required by 

paragraph (a) of this AD. The first repeat 

inspection per paragraph (b) of this AD must 

be accomplished at the applicable interval 

established in paragraph (b) of this AD after 

the most recent inspection per Figure 4, Step 

14, of Boeing Service Bulletin 747–57–2110, 

Revision 6 or 7; or Figure 4, Step 9, of Boeing 

Service Bulletin 747–57–2110, Revision 3, 4, 

or 5. 

Exception to Instructions in Service Bulletin 

(h) Where Boeing Service Bulletin 747–

57A2314, Revision 1, dated January 9, 2003, 

specifies to contact Boeing for appropriate 

action, before further flight, repair per a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), 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, 

Seattle ACO, to make such findings. For a 

repair method to be approved, the approval 

must specifically reference this AD. 

(i) Although Appendix B of Boeing Service 

Bulletin 747–57A2314, Revision 1, dated 

January 9, 2003, refers to a reporting 

requirement, such reporting is not required 

by this AD.

Parts Installation 

(j) Except as provided by paragraphs (a) 

and (b) of this AD, as of the effective date of 

this AD, no person may install any alloy steel 

(H–11) bolt in any location specified in this 

AD on any airplane listed in the applicability 

of this AD. 

Alternative Methods of Compliance 

(k) An alternative method of compliance or 

adjustment of the compliance time that 

provides an acceptable level of safety may be 

used if approved by the Manager, Seattle 

ACO. Operators shall submit their requests 

through an appropriate FAA Principal 

Maintenance Inspector, who may add 

6546 Federal Register / Vol. 69, No. 28 / Wednesday, February 11, 2004 / Rules and Regulations 

comments and then send it to the Manager, 

Seattle ACO.

Note 3: Information concerning the 

existence of approved alternative methods of 

compliance with this AD, if any, may be 

obtained from the Seattle ACO.

Special Flight Permits 

(l) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the requirements of this AD 

can be accomplished. 

Incorporation by Reference 

(m) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Boeing Service Bulletin 747–57A2314, 

Revision 1, dated January 9, 2003. This 

incorporation by reference was approved by 

the Director of the Federal Register in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Copies may be obtained from Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. Copies may 

be inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the Federal 

Register, 800 North Capitol Street, NW., suite 

700, Washington, DC. 

Effective Date 

(n) This amendment becomes effective on 

March 17, 2004.

Issued in Renton, Washington, on January 

29, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–2571 Filed 2–10–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2002–NM–79–AD; Amendment 

39–13472; AD 2004–03–28] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model DHC–8–102, –103, –106, –201, 

–202, –301, –311, and –315 Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Bombardier Model 

DHC–8–102, –103, –106, –201, –202, 

–301, –311, and –315 airplanes, that 

requires a one-time inspection to 

determine the serial numbers of the 

elevator and aileron servos of the drive 

assemblies of the automatic flight 

control system, and follow-on corrective 

actions if necessary. This action is 

necessary to prevent separation of the 

screws from the autopilot clutch 

assembly of the SM–300 servo, which 

could result in uncommanded 

engagement of the autopilot servo and 

consequent reduced controllability of 

the airplane. This action is intended to 

address the identified unsafe condition.

DATES: Effective March 17, 2004. 

The incorporation by reference of a 

certain publication listed in the 

regulations is approved by the Director 

of the Federal Register as of March 17, 

2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Bombardier, Inc., Bombardier 

Regional Aircraft Division, 123 Garratt 

Boulevard, Downsview, Ontario M3K 

1Y5, Canada. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or at 

the FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Westbury, New York; or at the 

Office of the Federal Register, 800 North 

Capitol Street, NW., suite 700, 

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Ezra 

Sasson, Aerospace Engineer, Systems 

and Flight Test Branch, ANE–172, FAA, 

New York Aircraft Certification Office, 

1600 Stewart Avenue, Westbury, New 

York 11581; telephone (516) 228–7300; 

fax (516) 794–5531.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Bombardier 

Model DHC–8–102, –103, –106, –201, 

–202, –301, –311, and –315 airplanes 

was published in the Federal Register

on December 11, 2003 (68 FR 69057). 

That action proposed to require a onetime inspection to determine the serial 

numbers of the elevator and aileron 

servos of the drive assemblies of the 

automatic flight control system, and 

follow-on corrective actions if 

necessary. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. No 

comments were submitted in response 

to the proposal or the FAA’s 

determination of the cost to the public. 

Conclusion 

The FAA has determined that air 

safety and the public interest require the 

adoption of the rule as proposed. 

Cost Impact 

We estimate that 200 airplanes of U.S. 

registry will be affected by this AD. It 

will take approximately 1 work hour per 

airplane to accomplish the inspection, 

at an average labor rate of $65 per work 

hour. Based on these figures, the cost 

impact of the inspection on U.S. 

operators is estimated to be $13,000, or 

$65 per airplane. 

The cost impact figure discussed 

above is based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Regulatory Impact 

The regulations adopted herein will 

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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979); and (3) 

will not have a significant economic 

impact, positive or negative, on a 

substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator,