68274 Federal Register / Vol. 69, No. 226 / Wednesday, November 24, 2004 / Proposed Rules 

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19679; Directorate 

Identifier 2003–NM–132–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 727, 727C, 727–100, 727–100C, 

727–200, and 727–200F 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 Boeing Model 727, 727C, 727–

100, 727–100C, 727–200, and 727–200F 

series airplanes. This proposed AD 

would require repetitive inspections of 

the carriage attach fittings on the 

foreflaps of each wing for cracking and 

other discrepancies, and corrective 

actions if necessary. For certain 

airplanes, the proposed AD would also 

concurrently require various other 

actions related to the subject area. This 

proposed AD also provides for an 

optional terminating action for the 

repetitive inspection requirements and 

for an optional replacement that would 

defer the repetitive inspections. This 

proposed AD is prompted by reports of 

damaged or failed outboard foreflaps 

with a cracked or failed carriage attach 

fitting of the foreflap sequencing 

carriage. We are proposing this AD to 

detect and correct fatigue cracking of the 

attach fittings of the foreflap carriage of 

the wings, which could result in partial 

or complete loss of the foreflap and 

consequent loss of controllability of the 

airplane.

DATES: We must receive comments on 

this proposed AD by January 10, 2005.

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• By fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or 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. 

This docket number is FAA–2004–

19679; the directorate identifier for this 

docket is 2003–NM–132–AD.

FOR FURTHER INFORMATION CONTACT:

Technical information: Daniel F. Kutz; 

Aerospace Engineer, Airframe Branch, 

ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, 

SW., Renton, Washington 98055–4056; 

telephone (425) 917–6456; fax (425) 

917–6590.. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19679; Directorate Identifier 

2003–NM–132–AD’’ in the subject line 

of your comments. We specifically 

invite comments on the overall 

regulatory, economic, environmental, 

and energy aspects of the proposed AD. 

We will consider all comments 

submitted by the closing date and may 

amend the proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http://

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that 

website, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You can 

review DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you can visit http://

dms.dot.gov.

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

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

www.plainlanguage.gov.

Examining the Docket 

You can examine the AD docket 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 

We have received several reports of 

damaged or failed outboard foreflaps 

with a cracked or failed carriage attach 

fitting of the foreflap sequencing 

carriage on certain Boeing Model 727, 

727C, 727–100, 727–100C, 727–200, and 

727–200F series airplanes. Investigation 

revealed that fatigue cracking of the 

fitting is possible due to high fit-up 

stress combined with airloads. Such 

fatigue cracking, if not detected and 

corrected, could result in partial or 

complete loss of the foreflap and 

consequent loss of controllability of the 

airplane. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 727–57A0135, Revision 

3, dated June 27, 2002. The service 

bulletin describes the following 

inspection and corrective procedures for 

the two carriage attach fittings on the 

inboard and outboard foreflaps of each 

wing: 

• Repetitive detailed inspections to 

detect cracks and surface deviations on 

all edges, surfaces, and lug attachment 

fastener holes;

Federal Register / Vol. 69, No. 226 / Wednesday, November 24, 2004 / Proposed Rules 68275

• Repetitive high frequency eddy 

current inspections (HFEC) to detect 

cracks at the lug attachment fastener 

holes; and 

• For cases where any crack is 

detected at a lug attachment fastener 

hole or any surface deviation beyond 

certain limits is detected on any edge, 

surface, or lug attachment fastener hole: 

Replacement of that carriage attach 

fitting with a new, improved fitting or 

a new fitting having the same part 

number as the existing fitting. 

The service bulletin also describes the 

following two optional procedures: 

• Replacing the two carriage attach 

fittings on the inboard and outboard 

foreflaps of each wing with a new, 

improved fitting. Accomplishment of 

this replacement and the applicable 

procedures specified in Boeing Service 

Bulletin 57–59, Revision 1, dated 

September 27, 1965; Boeing Service 

Bulletin 727–27–133, Revision 1, dated 

May 9, 1972; and Boeing Service 

Bulletin 57–72, dated September 21, 

1966 (all three described below); as 

applicable; would eliminate the need for 

the repetitive inspections described 

above. 

• Replacing the two carriage attach 

fittings on the inboard and outboard 

foreflaps of each wing with new fittings 

having the same part number as the 

existing fittings. Accomplishment of 

this replacement and the applicable 

procedures specified in Boeing Service 

Bulletins 57–59, 727–27–133, and 57–72 

would defer the next inspections 

described above for an additional 10,000 

flight cycles. 

In addition, the service bulletin also 

describes procedures for inspecting for 

interference between the carriage attach 

fitting and the carriage lug fitting, and 

other related investigative/corrective 

actions if necessary. The related 

investigative actions include measuring 

the radius for minimum permitted 

radius and inspecting surface finish for 

maximum permitted finish. The 

corrective actions include adding a 

shim; reworking the carriage attach lug; 

and contacting the airplane 

manufacturer if rework of the improved 

fitting is required; as applicable. 

We have also reviewed Boeing Service 

Bulletin 57–59, Revision 1, dated 

September 27, 1965. The service 

bulletin describes procedures for 

installation of guide blocks and 

bushings in the midflap ribs. 

In addition, we have reviewed Boeing 

Service Bulletin 727–27–133, Revision 

1, dated May 9, 1972. The service 

bulletin describes procedures for 

performing a one-time inspection for 

foreflap airload roller travel on the 

foreflap track; repair if necessary; and 

modifying the control drum of the 

inboard flap and inboard jackscrews of 

the outboard flap; as applicable. The 

modification includes installing a stop 

plate on the control drum of the inboard 

flap, and replacing the down stop at the 

inboard jackscrews of the outboard flap; 

as applicable. 

In addition, we have reviewed Boeing 

Service Bulletin 57–72, dated 

September 21, 1966. The service 

bulletin describes procedures for 

chamfering the upper and lower flanges 

at the aft end of the foreflap tracks; 

performing a standard magnetic particle 

inspection of the entire foreflap tracks 

for cracks; performing a one-time 

general inspection of the track rib faces 

to verify if the opening in the spars is 

flush with or clear of the plane of the 

track rib faces; and rework if necessary. 

This rework includes trimming the 

midflap front and rear spar webs. The 

service bulletin also describes 

procedures for a one-time general visual 

inspection of the head or shank of bolts 

by securing the foreflap links to the 

foreflap tracks to verify if they protrude 

beyond the edge of the track flange, and 

rework if necessary. This rework 

includes installing a laminated washer 

under the bolt head. 

Accomplishing the actions specified 

in the service information described 

above is intended to adequately address 

the unsafe condition. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other airplanes of this same 

type design. Therefore, we are 

proposing this AD, which would require 

repetitive inspections of the carriage 

attach fittings on the foreflaps of each 

wing for cracking and other 

discrepancies, and corrective actions if 

necessary. For certain airplanes, the 

proposed AD would also concurrently 

require various other actions related to 

the subject area. This AD also provides 

for an optional terminating action for 

the repetitive inspection requirements 

and for an optional replacement that 

would defer the repetitive inspections. 

The actions, if accomplished, would be 

required to be accomplished in 

accordance with the service bulletins 

described previously, except as 

discussed under ‘‘Difference Between 

the Proposed AD and Service 

Bulletins.’’

Difference Between the Proposed AD 

and Service Bulletins 

Boeing Alert Service Bulletin 727–

57A0135 and Boeing Service Bulletin 

727–27–133 specify that the 

manufacturer may be contacted for 

disposition of certain rework and repair 

conditions. In addition, Boeing Service 

Bulletin 57–72 does not specify what to 

do for cases of crack findings during a 

standard magnetic particle inspection of 

the entire foreflap tracks. However, 

unlike those service bulletins, this 

proposal would require the rework and 

repair of those conditions to be 

accomplished in accordance with a 

method approved by the FAA, or in 

accordance with data meeting the type 

certification basis of the airplane 

approved by a Boeing Company 

Designated Engineering Representative 

who has been authorized by the FAA to 

make such findings. 

Costs of Compliance 

There are about 1,292 airplanes of the 

affected design in the worldwide fleet. 

We estimate that 855 airplanes of U.S. 

registry would be affected by this 

proposed AD. The average labor rate is 

$65 per work hour. The following table 

provides the estimated costs for U.S. 

operators to comply with this proposed 

AD.

ESTIMATED COSTS

For Action Work hours Parts cost Cost 

All airplanes .............. Inspections of the carriage attach fittings ... 4 None ............ $222,300, $260 per airplane, per inspection 

cycle. 

Certain airplanes ....... Installation of guide blocks .......................... 32 Free .............. $2,080 per airplane. 

Certain airplanes ....... Inspection of foreflap airload roller travel .... 4 None ............ $260 per airplane. 

Certain airplanes ....... Modification of the inboard jackscrews on 

the outboard flap.

4 Free .............. $260 per airplane. 

Certain airplanes ....... Inspection of the entire track and of the 

track rib faces.

12 None ............ $780 per airplane. 

68276 Federal Register / Vol. 69, No. 226 / Wednesday, November 24, 2004 / Proposed Rules 

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–2004–19679; 

Directorate Identifier 2003–NM–132–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by January 10, 2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 727, 

727C, 727–100, 727–100C, 727–200, and 

727–200F series airplanes, as listed in Boeing 

Alert Service Bulletin 727–57A0135, 

Revision 3, dated June 27, 2002; certificated 

in any category.

Unsafe Condition 

(d) This AD was prompted by reports of 

damaged or failed outboard foreflaps with a 

cracked or failed carriage attach fitting of the 

foreflap sequencing carriage. We are issuing 

this AD to detect and correct fatigue cracking 

of the attach fittings of the foreflap carriage 

of the wings, which could result in partial or 

complete loss of the foreflap and consequent 

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. 

Inspections 

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

this AD: Within 1,000 flight cycles after the 

effective date of this AD, and thereafter at 

intervals not to exceed 1,000 flight cycles, 

inspect as specified in paragraphs (f)(1) and 

(f)(2) of Table 1 of this AD in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 727–57A0135, 

Revision 3, dated June 27, 2002. Table 1 is 

as follows:

TABLE 1.—INSPECTION REQUIREMENTS

Requirements— Description—

(1) Area to inspect .................................................................................... The two carriage attach fittings on the inboard and outboard foreflaps 

of each wing. 

(2) Type of inspections ............................................................................. (i) A detailed inspection to detect cracks and surface deviations on all 

edges, surfaces, and lug attachment fastener holes. 

(ii) A high frequency eddy current (HFEC) inspection to detect cracks 

at the lug attachment fastener holes. 

Crack or Surface Deviation Findings: 

Replacement 

(g) If any crack is detected or if any surface 

deviation beyond the limits specified in the 

service bulletin is detected during any 

inspection required by paragraph (f) of this 

AD, before further flight, replace the carriage 

attach fitting with a new, improved fitting or 

a new fitting having the same part number as 

the existing fitting, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 727–57A0135, Revision 3, 

dated June 27, 2002. 

Measurement and Associated Corrective 

Action(s) 

(h) Within 3,500 flight cycles after the 

effective date of this AD, inspect for 

interference between the carriage attach 

fitting and the carriage lug fitting, and do 

other related investigative actions by 

accomplishing all the actions specified in 

paragraph 3.C. and Figure 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 727–57A0135, Revision 3, 

dated June 27, 2002. Do the actions in 

accordance with the service bulletin. 

(i) If any discrepancy is found during any 

action required by paragraph (h) of this AD, 

before further flight, accomplish applicable 

corrective action(s) (e.g., adding a shim or 

reworking the carriage attachment lug 

assembly) in accordance with paragraph 3.C. 

and Figure 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

727–57A0135, Revision 3, dated June 27, 

2002. Where the service bulletin specifies to 

contact the manufacturer if rework of the 

improved fitting is required: Before further 

flight, rework 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 FAA to make such 

findings. For a repair method to be approved, 

the approval must specifically reference this 

AD. 

Concurrent Requirements 

(j) For Model 727 airplanes listed in Boeing 

Service Bulletin 57–59, Revision 1, dated 

September 27, 1965: Before or at the same 

time with the requirements of paragraph (h) 

of this AD, install guide blocks and bushings 

in the midflap ribs in accordance with the 

Accomplishment Instructions of the service 

bulletin. 

(k) For Model 727 airplanes listed in 

Boeing Service Bulletin 727–27–133, 

Revision 1, dated May 9, 1972: Before or at 

the same time with the requirements of 

paragraph (h) of this AD, do the actions 

specified in paragraphs (k)(1) and (k)(2) of 

this AD, as applicable. 

(1) For Groups I and II airplanes identified 

in the service bulletin: Do a one-time 

inspection of the airload support roller for 

travel on the foreflap track in accordance 

with Part I of the Accomplishment 

Instructions of the service bulletin. 

(i) If the airload support roller travels 

within the limits specified in the service 

bulletin, modify the control drum of the 

inboard flap and inboard jackscrews of the 

outboard flap, in accordance with Part II of 

the Accomplishment Instructions of the 

service bulletin. 

Federal Register / Vol. 69, No. 226 / Wednesday, November 24, 2004 / Proposed Rules 68277

(ii) If the airload support roller travels 

beyond the limits specified in the service 

bulletin, repair in accordance with a method 

approved by the Manager, Seattle ACO, FAA 

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 FAA to make such 

findings. 

(2) For Group III airplanes identified in the 

service bulletin: Modify the inboard 

jackscrews of the outboard flap (i.e., 

replacing the down stop at the inboard 

jackscrews of the outboard flap) in 

accordance with Part II of the 

Accomplishment Instructions of the service 

bulletin. 

(l) For Model 727 airplanes listed in Boeing 

Service Bulletin 57–72, dated September 21, 

1966: Before or at the same time with the 

requirements of paragraph (h) of this AD, do 

the actions specified in paragraphs (l)(1) 

through (l)(4) of this AD.

(1) Chamfer the upper and lower flanges at 

the aft end of the foreflap tracks in 

accordance with the Accomplishment 

Instructions of the service bulletin. 

(2) Do a standard magnetic particle 

inspection of the entire foreflap tracks for 

cracks in accordance with the 

Accomplishment Instructions of the service 

bulletin. If any crack is detected, before 

further flight, repair in accordance with a 

method approved by the Manager, Seattle 

ACO, FAA 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 FAA to make 

such findings. For a repair method to be 

approved, the approval must specifically 

reference this AD. 

(3) Do a general visual inspection of the 

track rib faces at the front and rear spars to 

verify if the opening in the spars is flush with 

or clear of the plane of the rib faces, in 

accordance with the Accomplishment 

Instructions of the service bulletin. If the 

opening is not flush or clear with the plane, 

before further flight, rework the spar opening 

in accordance with the Accomplishment 

Instructions of the service bulletin. 

(4) Do a general visual inspection of the 

head or shank of bolts by securing the 

foreflap links to the foreflap tracks to verify 

if they protrude beyond the edge of the track 

flange in accordance with the 

Accomplishment Instructions of the service 

bulletin. If the head or shank of the bolts 

protrude beyond the edge of the track flange, 

before further flight, rework in accordance 

with the Accomplishment Instructions of the 

service bulletin.

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.’’

(m) For airplanes other than those 

identified in the service bulletins specified in 

paragraphs (j) through (l) of this AD: Before 

or at the same time with the requirements of 

paragraph (h) of this AD, do an inspection to 

verify if any of the parts listed in the ‘‘Spares 

Affected’’ paragraph of each service bulletin 

referenced in paragraphs (j) through (l) of this 

AD are installed on the airplane. If any part 

identified in that paragraph is found 

installed, before further flight, do the 

applicable corrective and investigative 

action(s) specified in paragraphs (j) through 

(l) of this AD. 

Optional Terminating Actions 

(n) Replacement of the two carriage attach 

fittings on the inboard and outboard foreflaps 

of each wing with new, improved fittings, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

727–57A0135, Revision 3, dated June 27, 

2002; and accomplishment of the actions 

specified in paragraphs (j) through (m) of this 

AD, as applicable, before or concurrently 

with the replacement; constitutes terminating 

action for the requirements of this AD. 

Optional Deferral of Inspection 

(o) Replacement of the two carriage attach 

fittings on the inboard and outboard foreflaps 

of each wing with new fittings having the 

same part number as the existing fittings, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

727–57A0135, Revision 3, dated June 27, 

2002; and accomplishment of the actions 

specified in paragraphs (j) through (m) of this 

AD, as applicable, before or concurrently 

with the replacement; defers the next 

inspection required by paragraph (f) of this 

AD for 10,000 flight cycles after the 

replacement. Thereafter, repeat the 

inspections required by paragraph (f) of this 

AD at intervals not to exceed 1,000 flight 

cycles. 

Credit for Previously Accomplished Service 

Bulletins 

(p) Installations accomplished before the 

effective date of this AD in accordance with 

Boeing Service Bulletin 57–59, dated 

September 2, 1965; are acceptable for 

compliance with the requirements of 

paragraph (j) of this AD. 

(q) Inspections and modifications 

accomplished before the effective date of this 

AD in accordance with Boeing Service 

Bulletin 727–27–133, dated October 7, 1971; 

are acceptable for compliance with the 

requirements of paragraph (k) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

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

Manager, Seattle ACO, FAA, is authorized to 

approve alternative methods of compliance 

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 Company Designated Engineering 

Representative who has been authorized by 

the Manager, Seattle ACO, to make those 

findings. For a repair method to be approved, 

the approval must specifically refer to this 

AD.

Issued in Renton, Washington, on 

November 19, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26028 Filed 11–23–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19678; Directorate 

Identifier 2004–NM–62–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–400F 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 Boeing Model 747–400F series 

airplanes. This proposed AD would 

require initial detailed and open-hole 

high frequency eddy current inspections 

for cracking of the web, upper chord, 

and upper chord strap of the upper deck 

floor beams, and repair of any cracking. 

This proposed AD also would require a 

preventive modification of the upper 

deck floor beams, and repetitive 

inspections for cracking after 

accomplishing the modification. This 

proposed AD is prompted by reports of 

fatigue cracking found on the upper 

deck floor beam to frame attachment 

points. We are proposing this AD to 

prevent fatigue cracks in the upper 

chord, upper chord strap, and the web 

of the upper deck floor beams and 

resultant failure of the floor beams. 

Failure of a floor beam could result in 

damage to critical flight control cables 

and wire bundles that pass through the 

floor beam, and consequent loss of 

controllability of the airplane. Failure of 

the floor beam also could result in the 

failure of the adjacent fuselage frames 

and skin, and consequent rapid 

decompression of the airplane.

DATES: We must receive comments on 

this proposed AD by January 10, 2005.

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.