59246 Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 

review of airplane maintenance records is 

acceptable in lieu of this inspection if the P/ 

N of the cardan assembly can be conclusively 

determined from that review. If cardan P/N 

2309–2041–003 is not installed in the MLG, 

no further action is required for that MLG, 

except as provided by paragraph (j) of this 

AD. If cardan P/N 2309–2041–003 is installed 

in the MLG, continue with paragraph (g) of 

this AD. 

Inspection 

(g) Within 600 flight hours or 180 days 

after the effective date of this AD, whichever 

occurs first, perform a detailed inspection for 

surface bruising of the MLG trailing arms and 

integrity of the MLG pivot axle sealant; in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

145–32–0091, Change 01, dated July 1, 2004. 

If no sign of sealant failure or bruising of the 

trailing arm is found, repeat the inspection 

thereafter at intervals not to exceed 5,500 

flight hours or 24 months, whichever occurs 

first, until paragraph (h) of this AD has been 

accomplished. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

Corrective/Terminating Actions 

(h) If any sign of sealant failure or bruising 

of either trailing arm surface is found during 

any inspection required by paragraph (g) of 

this AD, prior to further flight, do paragraphs 

(h)(1), (h)(2), and (h)(3) of this AD. Do the 

actions in accordance with the 

Accomplishment Instructions of EMBRAER 

Service Bulletin 145–32–0091, Change 01, 

dated July 1, 2004. Accomplishment of 

paragraph (h) of this AD for any MLG ends 

the repetitive inspections required by 

paragraph (g) for that MLG. 

(1) Repair any bruising of the trailing arm 

surface. 

(2) Replace the MLG cardan with a new, 

improved cardan having P/N 2309–2041–

401. 

(3) Perform a detailed inspection for 

corrosion of the internal surface of the 

trailing arm pivot axle. 

(i) If no corrosion is found, prior to further 

flight, apply protective paint and corrosion 

inhibitors. 

(ii) If corrosion is found, prior to further 

flight, replace the pivot axle with a new pivot 

axle and apply corrosion inhibitors. 

Note 2: EMBRAER Service Bulletin 145–

32–0091, Change 01, dated July 1, 2004, 

refers to Embraer Liebherr Equipamentos do 

Brasil S.A. (ELEB) Service Bulletin 2309–

2002–32–04, Revision 01, dated May 24, 

2004, as an additional source of service 

information for the inspection and repair of 

the MLG components. The ELEB service 

bulletin is included within the EMBRAER 

service bulletin. 

Actions Accomplished According to 

Previous Issue of Service Bulletin 

(i) Actions accomplished before the 

effective date of this AD according to 

EMBRAER Service Bulletin 145–32–0091, 

dated February 19, 2004, are considered 

acceptable for compliance with the 

corresponding actions specified in this AD. 

Parts Installation 

(j) As of the effective date of this AD, no 

person may install an MLG having a cardan 

assembly, part number 2309–2041–003, on 

any affected airplane, unless the 

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

AD, as applicable, have been accomplished. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(l) Brazilian airworthiness directive 2004–

08–02, dated September 3, 2004, also 

addresses the subject of this AD. 

Material Incorporated by Reference 

(m) You must use EMBRAER Service 

Bulletin 145–32–0091, Change 01, dated July 

1, 2004, to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Empresa Brasileira de Aeronautica 

S.A. (EMBRAER), PO Box 343—CEP 12.225, 

Sao Jose dos Campos—SP, Brazil, for a copy 

of this service information. You may review 

copies at the Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., room PL–401, Nassif 

Building, Washington, DC; on the Internet at 

http://dms.dot.gov; or at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at the NARA, call (202) 741–

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 28, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–20066 Filed 10–11–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20879; Directorate 

Identifier 2004–NM–55–AD; Amendment 39–

14326; AD 2005–20–29] 

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), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 747–100, 747–100B, 747–

100B SUD, 747–200B, 747–300, 747SP, 

and 747SR series airplanes. This AD 

requires repetitive inspections to detect 

cracks in various areas of the upper 

deck floor beams, and repair if 

necessary. This AD results from fatigue 

testing that revealed severed upper 

chords of the upper deck floor beams 

due to fatigue cracking. We are issuing 

this AD to detect and correct cracking in 

the upper chords of the upper deck floor 

beams. Undetected cracking could result 

in large deflection or deformation of the 

upper deck floor beams, resulting in 

damage to wire bundles and control 

cables for the flight control system, and 

reduced controllability of the airplane. 

Multiple adjacent severed floor beams 

could result in rapid decompression of 

the airplane. 

DATES: This AD becomes effective 

November 16, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of Boeing Service Bulletin 747–

53A2349, Revision 2, dated April 3, 

2003; and Boeing Alert Service Bulletin 

747–53A2452, dated April 3, 2003; as of 

November 16, 2005. 

On June 27, 2002 (67 FR 36081, May 

23, 2002), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Alert Service 

Bulletin 747–53A2349, Revision 1, 

dated October 12, 2000. 

On June 11, 1993 (58 FR 27927, May 

12, 1993), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Service Bulletin 

747–53–2349, dated June 27, 1991. 

ADDRESSES: You may examine the 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 

Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 59247 

SW., Nassif Building, room PL–401, 

Washington, DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this 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) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may 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 street 

address stated in the ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to certain Boeing Model 747–100, 

–100B, 100B SUD, –200B, and –300 

series airplanes; and Model 747SP and 

747SR series airplanes. That NPRM was 

published in the Federal Register on 

April 11, 2005 (70 FR 18327). That 

NPRM proposed to require repetitive 

inspections to detect cracks in various 

areas of the upper deck floor beams, and 

repair if necessary. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Request To Revise Paragraph (b) 

One commenter, the manufacturer, 

requests that paragraph (b) of the 

proposed AD be revised to state, 

‘‘Supersedes AD 2002–10–10, 

amendment 39–12756 (67 FR 36081, 

May 23, 2002), paragraphs (a)(1), (d), (e), 

and (f).’’ The commenter states that the 

revision indicates the parts of AD 2002–

10–10 that are being superseded by the 

proposed AD. 

We do not agree. This final rule does 

not supersede AD 2002–10–10. This 

final rule is a stand-alone AD to address 

the upper deck floor beam inspections 

specified in AD 2002–10–10 and the 

additional upper deck floor beam 

inspections specified in Boeing Alert 

Service Bulletin 747–53A2452, dated 

April 3, 2003. As explained in the 

‘‘Other Related Rulemaking’’ section of 

the proposed AD, we proposed to 

supersede AD 2002–10–10 with a 

separate AD that does not include the 

upper deck floor beam inspections. 

Consequently, on April 1, 2005, we 

issued a notice of proposed rulemaking 

(NPRM), Docket No. FAA–2005–20880, 

to propose to require repetitive 

inspections to detect cracks in various 

areas of the fuselage internal structure, 

and related investigative/corrective 

actions if necessary. That NPRM, which 

would supersede AD 2002–10–10, was 

published in the Federal Register on 

April 11, 2005 (70 FR 18332). We have 

not revised the final rule in this regard. 

Request To Revise Note 1 

The same commenter requests that 

Note 1 of the proposed AD be revised 

to reference paragraph (c) instead of 

paragraph (b). The commenter states 

that paragraph (b) was incorrectly 

referenced. 

We agree with the commenter and 

have revised Note 1 of the final rule 

accordingly. 

Request To Revise Paragraph (h)(2) 

The same commenter requests that the 

description of the inspection area in 

paragraph (h)(2) of the proposed AD be 

revised to remove the reference to the 

body stations. The commenter believes 

that the reference to body station (STA) 

380 through STA 1100 is an error 

carried over from AD 2002–10–10. The 

commenter notes that circle note 1 in 

Figure 2 of Boeing Alert Service Bulletin 

747–53A2349, Revision 1, dated 

October 12, 2000, specifies that Group 3 

airplanes inspect upper deck floor 

beams from STA 260 to STA 1100. 

We agree with the commenter that the 

reference to STA 380 is in error and that 

the beginning station should have been 

cited as STA 260. However, we do not 

agree that a change to paragraph (h)(2) 

of the final rule is necessary. Operators 

will be doing the next inspection in 

accordance with paragraph (l) of the 

final rule. Paragraph (l) references 

Boeing Service Bulletin 747–53A2349, 

Revision 2, dated April 3, 2003, which 

specifies an inspection of the upper 

deck structure from STA 260 through 

STA 1100. We have not revised the final 

rule in this regard. 

Request To Clarify Applicability of 

Paragraphs (i)(1) and (i)(2) 

The same commenter requests that the 

applicability of paragraphs (i)(1) and 

(i)(2) of the proposed AD be clarified. 

The commenter notes that paragraph (i) 

of the proposed AD refers to both 

Boeing Alert Service Bulletin 747–

53A2349, Revision 1, dated October 12, 

2000; and Boeing Alert Service Bulletin 

747–53A2452, dated April 3, 2003. The 

commenter also points out that 

paragraphs (i)(1) and (i)(2) of the 

proposed AD refer to groups for the 

paragraph applicability but do not 

specify which service bulletin the 

groups are defined in. The commenter 

notes that the correct groups are defined 

only in Boeing Alert Service Bulletin 

747–53A2349, Revision 1. 

We agree with the commenter. Boeing 

Alert Service Bulletin 747–53A2349, 

Revision 1, defines the groups 

referenced in paragraphs (i)(1) and (i)(2) 

of the final rule. We have revised 

paragraphs (i)(1) and (i)(2) of the final 

rule accordingly. 

Request To Revise Paragraph (j) To 

Clarify Wording 

The same commenter requests that the 

wording in paragraph (j) of the proposed 

AD be clarified. The commenter states 

that ‘‘Area 1’’ referenced in paragraph (j) 

has a different meaning in Boeing Alert 

Service Bulletin 747–53A2349, Revision 

1, dated October 12, 2000, than it does 

in Boeing Alert Service Bulletin 747–

53A2452, dated April 3, 2003. The 

commenter suggests replacing the 

phrase ‘‘For Area 1 only’’ with ‘‘For 

upper deck floor beams only.’’

We agree with the commenter that 

‘‘Area 1’’ is defined differently in the 

service bulletins. To avoid confusion, 

we have removed the phrase ‘‘For Area 

1 only’’ from paragraph (j) of the final 

rule. 

Request To Revise Inspection Area 

Specified in Paragraph (l) 

The same commenter requests that 

paragraph (l) of the proposed AD be 

revised to clarify the inspection area. 

The commenter states the inspection 

area of ‘‘the horizontal flanges of the 

upper chord of the upper deck floor 

beams’’ specified in paragraph (l) be 

replaced with ‘‘the cab floor and of the 

upper deck floor beams.’’ The 

commenter points out that Figure 2 of 

Boeing Service Bulletin 747–53A2349, 

Revision 2, dated April 3, 2003, 

specifies to do an inspection of the 

upper chord, web, and lower chord of 

all upper deck floor beams from STA 

260 and aft, and an inspection of the cab 

floor web and its nutplates and cutout 

locations. 

We agree with the commenter because 

the intent of the inspection specified in 

paragraph (l) of the final rule is to 

inspect all of area 1, as specified in 

Figure 2 of the service bulletin. For 

clarity, we have revised paragraph (l) of 

the final rule to specify doing an 

inspection for cracking of the cab floor 

and of the upper deck floor beams. 

59248 Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 

Request To Revise Compliance Time in 

Paragraph (m)(3)(i)(B) 

The same commenter requests that 

one of the compliance times for the 

inspection specified in paragraph 

(m)(3)(i)(B) of the proposed AD be 

removed. The commenter contends that 

the inspection is currently required by 

AD 2002–10–10 at 2,000-flight-cycle 

intervals; therefore, the compliance time 

of ‘‘within 2,000 flight cycles after the 

most recent inspection required by 

paragraph (i) of this AD,’’ is satisfactory. 

The commenter states that the 

additional compliance time of ‘‘or 

within 750 flight cycles after the 

effective date of this AD, whichever is 

first’’ is not needed. 

We disagree. For the inspection 

specified in paragraph (m)(3)(i)(B) of the 

final rule, the compliance time of 

‘‘Within 2,000 flight cycles after the 

most recent inspection required by 

paragraph (i) of this AD, or 750 flight 

cycles after the effective date of this AD, 

whichever is first,’’ is required in order 

to make a transition from doing the 

inspections in accordance with Boeing 

Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000, at 

the 2,000-flight-cycle interval, to doing 

the inspections in accordance with 

Boeing Alert Service Bulletin 747–

53A2452, dated April 3, 2003, at the 

750-flight-cycle interval. We have not 

revised the final rule in this regard. 

Request To Revise Compliance Time in 

Paragraph (m)(4)(i)(B) 

The same commenter requests that 

one of the compliance times for the 

inspection specified in paragraph 

(m)(4)(i)(B) of the proposed AD be 

removed. The commenter contends that 

the inspection is currently required by 

AD 2002–10–10 at 6,000-flight-cycle 

intervals; therefore, the compliance time 

of ‘‘within 6,000 flight cycles after the 

most recent inspection required by 

paragraph (i) of this AD’’ is satisfactory. 

The commenter states that the 

additional compliance time of ‘‘or 

within 3,000 flight cycles after the 

effective date of this AD, whichever is 

first’’ is not needed. 

We disagree. For the inspection 

specified in paragraph (m)(4)(i)(B) of the 

final rule, the compliance time of 

‘‘Within 6,000 flight cycles after the 

most recent inspection required by 

paragraph (i) of this AD, or 3,000 flight 

cycles after the effective date of this AD, 

whichever is first,’’ is required in order 

to make a transition from doing the 

inspections in accordance with Boeing 

Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000, at 

the 6,000 flight-cycle interval, to doing 

the inspections in accordance with 

Boeing Alert Service Bulletin 747–

53A2452, dated April 3, 2003, at the 

3,000-flight-cycle interval. We have not 

revised the final rule in this regard. 

Request To Clarify Inspection 

Reference 

The same commenter requests that 

paragraph (m)(4) of the proposed AD be 

revised to clarify that the open-hole 

HFEC inspection must be done in 

accordance with circle note 2a. of Figure 

2 of Boeing Alert Service Bulletin 747–

53A2349, Revision 1, dated October 12, 

2000. The commenter notes that the 

inspection in paragraph (m)(4) of the 

proposed AD is for airplanes on which 

the inspection specified in paragraph (i) 

of the proposed AD has been done in 

accordance with the service bulletin, 

using the open-hole inspection per 

circle note 2a. or the surface inspection 

per circle note 2b. of Figure 2. 

We partially agree with the 

commenter. We agree that the 

previously accomplished open-hole 

HFEC inspection must be done in 

accordance with circle note 2a. of Figure 

2 of Boeing Alert Service Bulletin 747–

53A2349, Revision 1. However we do 

not agree that it is necessary to revise 

paragraph (m)(4) of the final rule. The 

open-hole HFEC inspection specified in 

Figure 2 of the service bulletin can be 

done only in accordance with circle 

note 2a. Paragraph (m)(4) does specify 

which circle note must be used for the 

surface HFEC inspection because Figure 

2 of the service bulletin specifies that 

inspection can be done in accordance 

with circle note 2b. or 2c. We have not 

revised the final rule in this regard. 

Request To Revise Method of Counting 

Flight Cycles 

The same commenter requests that we 

revise the method of counting flight 

cycles for paragraphs (l), (m), and (n) of 

the proposed AD. The commenter 

suggests that a paragraph be added to 

allow adjustments to the compliance 

times if the cabin differential pressure is 

at 2.0 pounds per square inch (psi) or 

less. The commenter states that this 

allowance is consistent with previous 

requirements for these inspections and 

is a continuation of the allowance for 

the upper deck floor beams given in 

paragraph (f) of AD 2002–10–10. The 

commenter adds that the fatigue and 

crack growth behavior at the floor panel 

holes in the upper chord of the upper 

deck floor beams, that are the subject of 

the proposed AD, is caused by tension 

stresses in the floor beam upper chords. 

The commenter further states that the 

tension stresses in the 747 upper deck 

floor beams are almost entirely the 

result of reacting loads due to cabin 

differential pressure. The commenter 

concludes that it is technically correct 

not to count flight cycles that have a low 

cabin differential pressure, and do not 

significantly contribute to fatigue and 

crack growth. 

We acknowledge the commenter’s 

technical rationale for not counting the 

pressurization cycles less than 2.0 psi in 

this final rule. However, we do not agree 

with the commenter’s request for the 

following reasons: 

• There have been several instances 

of other in-service issues where 

analytical rationales, similar to that of 

the commenter, have indicated that 

pressurization cycles less than 2.0 psi 

should not be counted. However, when 

fleet records have been examined, the 

airplanes engaging in such operations 

have the same or greater occurrences of 

crack findings compared with airplanes 

on which all pressurized flights are 

counted. As a result, we carefully 

consider such matters based on all 

available factors, including individual 

operators’ specific maintenance 

programs, technical rationale, and fleet 

experience. 

• We have found that such provisions 

are applicable only to a small number of 

operators that may not pressurize their 

airplanes above 2.0 psi in all their 

flights. We have determined that the 

best way to handle such circumstances 

is for operators to request an alternative 

method of compliance (AMOC) in 

accordance with paragraph (s) of this 

AD, rather than by increasing the 

complexity of the AD by addressing 

each operator’s unique situation. 

Request To Clarify Headings for 

Paragraphs (p) and (q) 

The same commenter requests that the 

headings for paragraphs (p) and (q) of 

the proposed AD be clarified to indicate 

that the paragraphs are applicable only 

to areas 1 and 2. The commenter states 

that the repairs and modifications 

specified in Boeing Alert Service 

Bulletin 747–53A2452, dated April 3, 

2003, are applicable only to areas 1 and 

2. 

We agree with the commenter that the 

actions specified in paragraphs (p) and 

(q) of the final rule are applicable only 

to areas 1 and 2, as specified in the 

service bulletin. Paragraphs (p) and (q) 

of the final rule clearly state that the 

specified actions are for areas 1 and 2, 

as specified in the service bulletin. For 

further clarity, we have revised the 

headings for paragraphs (p) and (q) of 

the final rule. 

Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 59249 

Request To Include Effect of AD 2004–

07–22 on the Proposed AD 

Two commenters request that the 

proposed AD include the effect of AD 

2004–07–22, amendment 39–13566 (69 

FR 18250, April 7, 2004), which 

mandates Boeing Document No. D6–

35022, ‘‘Supplemental Structural 

Inspection Document,’’ (SSID) for Model 

747 Airplanes, Revision G, dated 

December 2000. One commenter states 

that it has done the SSID inspections 

required by AD 2004–07–22 and that the 

proposed AD may include inspections 

already covered by the SSID 

inspections. The commenter suggests 

that, to prevent double work, the 

proposed AD should identify the 

paragraphs for which SSID inspections 

are acceptable as an alternate means of 

compliance (AMOC). The other 

commenter, the manufacturer, notes that 

the SSID includes statements that allow 

the use of Boeing Service Bulletin 747–

53–2349 inspections in lieu of SSID 

inspections. The commenter notes that 

because of the proposed AD, there will 

be a requirement to perform the SSID 

inspections and the Boeing Service 

Bulletin 747–53–2349 inspections 

without an allowance to use the service 

bulletin inspections as a substitute for 

the SSID inspections. The commenter 

also states that SSID items F–19B, F–

19I, F–19J, and F–20A are addressed by 

Boeing Alert Service Bulletin 747–

53A2452, dated April 3, 2003 (this 

service bulletin is referenced as the 

appropriate source of service 

information for doing certain 

inspections in the proposed AD). The 

commenter suggests that it is better to 

have an operator use the service bulletin 

inspections due to the improved level of 

detailed instructions. 

We agree with the commenters that 

certain inspections done in accordance 

with Boeing Service Bulletin 747–53–

2349 or Boeing Alert Service Bulletin 

747–53A2452 may be acceptable as a 

substitute for corresponding SSID 

inspections and vice versa, because both 

inspections cover common areas. 

However, operators must identify the 

inspections and substantiate that any 

substitutions would provide an 

acceptable level of safety, and we must 

approve any substitutions. In order to 

avoid further delay to the inspections 

required by this final rule, we have not 

revised the final rule in this regard. 

Operators may request approval for 

AMOCs according to paragraph (s) of 

this final rule. For AD 2004–07–22, 

operators may request approval for 

AMOCs according to paragraph (g) of 

that AD. 

Credit for Actions Done in Accordance 

With AD 2005–06–11 

Note 4 of the proposed AD specifies 

that inspections done in accordance 

with AD 2000–04–17 are acceptable for 

compliance with the requirements of 

paragraph (i) of the proposed AD. On 

March 9, 2005, we issued AD 2005–06–

11, amendment 39–14017 (70 FR 13353, 

March 21, 2005), which supersedes AD 

2000–04–17. Inspections done in 

accordance with AD 2005–06–11 are 

also acceptable for compliance with the 

requirements of paragraph (i) of the final 

rule. We have revised Note 4 of the final 

rule accordingly. 

Explanation of Change Made to This 

AD 

We have revised the ‘‘Alternative 

Methods of Compliance (AMOCs)’’

paragraph in this AD to clarify the 

delegation authority for Authorized 

Representatives for the Boeing 

Commercial Airplanes Delegation 

Option Authorization. We have also 

simplified paragraphs (g), (k), (o), and 

(p) of this AD by referring to the 

‘‘AMOCs’’ paragraph of this AD for 

repair methods. 

Clarification of AMOC Paragraph 

We have revised this final rule to 

clarify the appropriate procedure for 

notifying the principal inspector before 

using any approved AMOC on any 

airplane to which the AMOC applies. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

There are about 489 airplanes of the 

affected design worldwide. This AD will 

affect about 155 airplanes of U.S. 

registry. 

The actions for the upper deck floor 

beams that are required by AD 93–08–

12, and retained in AD 2002–10–10 and 

this AD, take about 150 work hours per 

airplane, at an average labor rate of $65 

per work hour. Based on these figures, 

the estimated costs of these currently 

required actions are $9,750 per airplane, 

per inspection cycle. 

The inspections of the upper deck 

floor beams that are required by AD 

2002–10–10 and retained in this AD 

take about 255 work hours per airplane, 

at an average labor rate of $65 per work 

hour. Based on these figures, the 

estimated cost of these currently 

required inspections is $16,575 per 

airplane, per inspection cycle. 

The new inspections will take about 

155 work hours per airplane, at an 

average labor rate of $65 per work hour. 

Based on these figures, the estimated 

cost of the new actions specified in this 

AD for U.S. operators is $1,561,625 or 

$10,075 per airplane, per inspection 

cycle. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD 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. 

For the reasons discussed above, I 

certify that this AD: 

(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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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, Incorporation by reference, 

Safety. 

59250 Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2005–20–29 Boeing: Amendment 39–14326. 

Docket No. FAA–2005–20879; 

Directorate Identifier 2004–NM–55–AD. 

Effective Date 

(a) This AD becomes effective November 

16, 2005. 

Affected ADs 

(b) Related to AD 2002–10–10, amendment 

39–12756 (67 FR 36081, May 23, 2002). 

Applicability 

(c) This AD applies to Boeing Model 747–

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

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

certificated in any category; as identified in 

Boeing Alert Service Bulletin 747–53A2452, 

dated April 3, 2003. 

Unsafe Condition 

(d) This AD results from fatigue testing by 

the manufacturer that revealed severed upper 

chords of the upper deck floor beams due to 

fatigue cracking. We are issuing this AD to 

detect and correct cracking in the upper 

chords of the upper deck floor beams. 

Undetected cracking could result in large 

deflection or deformation of the upper deck 

floor beams, resulting in damage to wire 

bundles and control cables for the flight 

control system, and reduced controllability of 

the airplane. Multiple adjacent severed floor 

beams could result in rapid decompression 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. 

Note 1: Paragraphs (f) and (g) of this AD 

restate the requirements of paragraphs (a) and 

(c) of AD 2002–10–10. As allowed by the 

phrase, ‘‘unless accomplished previously,’’ if 

those requirements of AD 2002–10–10 have 

already been accomplished, this AD does not 

require that those actions be repeated. 

Inspection 

(f) Before the accumulation of 22,000 total 

flight cycles, or within 1,000 flight cycles 

after June 11, 1993 (the effective date of AD 

93–08–12, amendment 39–8559), whichever 

occurs later, unless accomplished previously 

within the last 2,000 flight cycles; and 

thereafter at intervals not to exceed 3,000 

flight cycles: Do a detailed inspection to 

detect cracks in the upper deck floor beams 

in Sections 41 and 42, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53–2349, dated June 27, 

1991; Boeing Alert Service Bulletin 747–

53A2349, Revision 1, dated October 12, 2000; 

or Boeing Service Bulletin 747–53A2349, 

Revision 2, dated April 3, 2003. After the 

effective date of this AD, only Boeing Service 

Bulletin 747–53A2349, Revision 2, dated 

April 3, 2003, may be used. Continue doing 

the inspections required by this paragraph 

until the inspections required by paragraph 

(h) or (l) of this AD are accomplished. 

Repair of Cracks Detected During Paragraph 

(f) Inspections 

(g) Before further flight, repair any cracking 

detected during the inspections done in 

accordance with paragraph (f) of this AD, 

according to a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA; or according to data meeting the 

certification basis of the airplane approved a 

Boeing Company Designated Engineering 

Representative (DER) who has been 

authorized by the Manager, Seattle ACO, to 

make such findings; or according to a method 

approved in accordance with the procedures 

specified in paragraph (s) of this AD. 

Note 2: Paragraphs (h), (i), (j), and (k), of 

this AD restate the requirements of 

paragraphs (d), (e), (f), and (g), of AD 2002–

10–10. As allowed by the phrase, ‘‘unless 

accomplished previously,’’ if those 

requirements of AD 2002–10–10 have already 

been accomplished, this AD does not require 

that those actions be repeated. 

Additional Inspections 

(h) Before the accumulation of 22,000 total 

flight cycles, or within 3,000 flight cycles 

after doing the most recent inspection 

required by paragraph (f) of this AD, 

whichever occurs later: Do a detailed 

inspection to find cracking in the areas 

specified in paragraph (h)(1) or (h)(2), as 

applicable, in accordance with Figure 2 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000; or Boeing 

Service Bulletin 747–53A2349, Revision 2, 

dated April 3, 2003. After the effective date 

of this AD, only Boeing Service Bulletin 747–

53A2349, Revision 2, may be used. Repeat 

the inspection thereafter at intervals not to 

exceed 3,000 flight cycles. Continue doing 

the inspection required by this paragraph 

until the initial inspection required by 

paragraph (l) of this AD is accomplished. 

Accomplishment of the inspection in this 

paragraph terminates the inspections 

required by paragraph (f) of this AD. 

(1) For Groups 1, 2, 4, and 5 airplanes: Do 

the inspections of Area 1 (sections 41 and 42 

upper deck floor beams), including existing 

repairs and modifications. 

(2) For Group 3 airplanes: Do the 

inspections of Area 1 (sections 41, 42, and 44 

upper deck floor beams from body stations 

380 through 1100 inclusive), including 

existing repairs and modifications. 

Note 3: 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.’’

(i) Before the accumulation of 28,000 total 

flight cycles, or within 3,000 flight cycles 

after doing the most recent inspection 

required by paragraph (f) of this AD, 

whichever occurs later: Do a high frequency 

eddy current (HFEC) inspection to find 

cracking of the open holes in the horizontal 

flanges of the upper chord of the upper deck 

floor beams in the areas specified in 

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

applicable, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2349, Revision 1, 

dated October 12, 2000. Do the inspection in 

accordance with the ‘‘Inspection 

Alternatives’’ as specified in Sheet 7 of 

Figure 2 of the Accomplishment Instructions 

of the service bulletin. Repeat the applicable 

inspection at the times specified in the 

‘‘Repeat Inspection Intervals’’ in Sheet 7 of 

Figure 2 of the Accomplishment Instructions 

of the service bulletin. After the effective date 

of this AD, Boeing Alert Service Bulletin 

747–53A2452, dated April 3, 2003, must be 

used to perform the inspections required by 

this paragraph. Repeat the inspections until 

the requirements of paragraph (m) of this AD 

are accomplished. 

(1) For Group 1, 2, 4, and 5 airplanes, as 

defined in Boeing Alert Service Bulletin 747–

53A2349, Revision 1, dated October 12, 2000: 

Do the inspections at the applicable locations 

(BS 380 through BS 780 inclusive for Groups 

1, 2, and 4, BS 380 through BS 860 inclusive 

for Group 5) as specified in Sheet 7 of Figure 

2. 

(2) For Group 3 airplanes, as defined in 

Boeing Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000: Do the 

inspections as specified in Sheet 7 of Figure 

2, at the upper deck floor beams from BS 380 

through BS 1100 inclusive. 

Note 4: HFEC inspections of the left and 

right sides of the upper deck floor beam at 

body station 380, between buttock lines 40 

and 76, done in accordance with AD 2000–

04–17 or AD 2005–06–11, are considered 

acceptable for compliance with the 

applicable inspections specified in paragraph 

(i) of this AD. 

Adjustments to Compliance Time: Cabin 

Differential Pressure 

(j) For the purposes of calculating the 

compliance threshold and repetitive interval 

for the actions required by paragraphs (h) and 

(i) of this AD: The number of flight cycles in 

which cabin differential pressure is at 2.0 

pounds per square inch (psi) or less need not 

be counted when determining the number of 

flight cycles that have occurred on the 

airplane, provided that flight cycles with 

momentary spikes in cabin differential 

pressure above 2.0 psi are included as full 

pressure cycles. For this provision to apply, 

all cabin pressure records must be 

Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 59251 

maintained for each airplane: No fleetaveraging of cabin pressure is allowed. 

Repair of Cracks Detected During Paragraph 

(h) and (i) Inspections 

(k) Before further flight, repair any cracking 

found during the inspections done in 

accordance with paragraphs (h) and (i) of this 

AD, in accordance with Boeing Alert Service 

Bulletin 747–53A2349, Revision 1, dated 

October 12, 2000. Where the service bulletin 

specifies to contact Boeing for repair 

instructions, repair according to a method 

approved by the Manager, Seattle ACO; or 

according to a method approved in 

accordance with the procedures specified in 

paragraph (s) of this AD. 

New Requirements of This AD 

Detailed Inspection 

(l) Before the accumulation of 22,000 total 

flight cycles, or within 3,000 flight cycles 

after the most recent inspection required by 

paragraph (f) or (h) of this AD, whichever is 

later: Do a detailed inspection for cracking of 

the cab floor and of the upper deck floor 

beams. Do the inspection in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2349, Revision 2, 

dated April 3, 2003. Repeat the inspection 

thereafter at intervals not to exceed 3,000 

flight cycles. Doing the initial inspection 

required by this paragraph terminates the 

inspections required by paragraphs (f) and (h) 

of this AD. 

High Frequency Eddy Current (HFEC) 

Inspection 

(m) Do a HFEC inspection for cracking of 

the horizontal flanges of the upper chord of 

the upper deck floor beams, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2452, 

dated April 3, 2003, at the applicable time 

specified in paragraph (m)(1), (m)(2), (m)(3), 

or (m)(4) of this AD. Areas 1, 2, and 3, as 

specified in paragraphs (m) and (n) of this 

AD, are defined in the service bulletin. 

Accomplishment of this inspection 

terminates the inspections required by 

paragraph (i) of this AD. 

(1) For airplanes that have not been 

inspected in accordance with the 

requirements of paragraph (f), (h), or (i) of 

this AD: 

(i) For Area 1: Before the accumulation of 

22,000 total flight cycles, or within 1,000 

flight cycles after the effective date of this 

AD, whichever is later. 

(ii) For Area 2: Before the accumulation of 

28,000 total flight cycles. 

(iii) For Area 3: Before the accumulation of 

22,000 total flight cycles, or within 1,000 

flight cycles after the effective date of this 

AD, whichever is later. 

(2) For airplanes that have been inspected 

in accordance with the requirements of 

paragraph (f) or (h) of this AD, but not in 

accordance with the requirements of 

paragraph (i) of this AD: 

(i) For Area 1: Before the accumulation of 

22,000 total flight cycles, or within 3,000 

flight cycles after the most recent inspection 

required by paragraph (f) or (h) of this AD, 

whichever is later. 

(ii) For Area 2: Before the accumulation of 

28,000 total flight cycles, or within 3,000 

flight cycles after the most recent inspection 

required by paragraph (f) or (h) of this AD, 

whichever is later. 

(iii) For Area 3: Before the accumulation of 

22,000 total flight cycles, or within 3,000 

flight cycles after the most recent inspection 

required by paragraph (f) or (h) of this AD, 

whichever is later. 

(3) For airplanes on which a surface HFEC 

inspection of the horizontal flanges of the 

upper chord of the upper deck floor beams, 

as required by paragraph (i) of this AD, was 

accomplished, and the surface HFEC 

inspection was accomplished from below the 

upper deck floor beams as specified by 

Figure 2, circle note 2c., of Boeing Alert 

Service Bulletin 747–53A2349, Revision 1, 

dated October 12, 2000: 

(i) For Area 1: At the later of the times 

specified in paragraphs (m)(3)(i)(A) and 

(m)(3)(i)(B) of this AD. 

(A) Before the accumulation of 22,000 total 

flight cycles. 

(B) Within 2,000 flight cycles after the most 

recent inspection required by paragraph (i) of 

this AD, or 750 flight cycles after the effective 

date of this AD, whichever is first. 

(ii) For Area 2: Before the accumulation of 

28,000 total flight cycles, or within 2,000 

flight cycles after the most recent inspection 

required by paragraph (i) of this AD, 

whichever is later. 

(iii) For Area 3: Before the accumulation of 

22,000 total flight cycles, or within 3,000 

flight cycles after the most recent inspection 

required by paragraph (f) or (h) of this AD, 

whichever is later. 

(4) For airplanes on which either a surface 

or open-hole HFEC inspection of the 

horizontal flanges of the upper chord of the 

upper deck floor beams, as required by 

paragraph (i) of this AD has been 

accomplished, and the surface HFEC 

inspection was accomplished from above and 

below the upper deck floor beams, as 

specified by Figure 2, circle note 2b., of 

Boeing Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000: 

(i) For Area 1: At the later of the times 

specified in paragraphs (m)(4)(i)(A) and 

(m)(4)(ii)(B) of this AD. 

(A) Before the accumulation of 22,000 total 

flight cycles. 

(B) Within 6,000 flight cycles after the most 

recent inspection required by paragraph (i) of 

this AD, or within 3,000 flight cycles after the 

effective date of this AD whichever is first. 

(ii) For Area 2: Before the accumulation of 

28,000 total flight cycles, or within 6,000 

flight cycles after the most recent inspection 

required by paragraph (i) of this AD, 

whichever is later. 

(iii) For Area 3: Before the accumulation of 

22,000 total flight cycles, or within 3,000 

flight cycles after the most recent inspection 

required by paragraph (f) or (h) of this AD, 

whichever is latest. 

Repetitive Inspections 

(n) Except as required by paragraphs (o), 

(p), and (q) of this AD, repeat the inspections 

required by paragraph (m) of this AD at 

intervals not to exceed those specified in 

paragraphs (n)(1), (n)(2), and (n)(3) of this 

AD: 

(1) For Area 1: 3,000 flight cycles if an 

open-hole HFEC inspection was 

accomplished, or 750 flight cycles if a surface 

HFEC inspection was accomplished. 

(2) For Area 2: 6,000 flight cycles if an 

open-hole HFEC inspection was 

accomplished, or 2,000 flight cycles if a 

surface HFEC inspection was accomplished. 

(3) For Area 3: 3,000 flight cycles. 

Repair of Cracking Detected During 

Paragraph (l), (m), and (n) Inspections 

(o) Before further flight, repair any cracking 

found during any inspection required by 

paragraph (l), (m), or (n) of this AD in 

accordance with Boeing Alert Service 

Bulletin 747–53A2452, dated April 3, 2003. 

Repairs done in accordance with this service 

bulletin terminates the requirements of 

paragraphs (l), (m), and (n) of this AD for the 

repaired area only. Where the service bulletin 

specifies to contact Boeing for repair 

instructions, repair according to a method 

approved by the Manager, Seattle ACO; or 

according to a method approved in 

accordance with the procedures specified in 

paragraph (s) of this AD. 

After-Repair Inspections in Areas 1 and 2 

(p) At the applicable new inspection 

thresholds specified in Figure 1 of Boeing 

Alert Service Bulletin 747–53A2452, dated 

April 3, 2003, perform the after-repair 

inspections for cracking in Areas 1 and 2, as 

specified in the service bulletin. Where the 

service bulletin specifies a threshold after the 

date of the service bulletin, use that same 

threshold after the effective date of this AD. 

Perform the after-repair inspections by 

accomplishing all of the applicable actions 

specified in the alert service bulletin. Repair 

any cracking found during any inspection 

required by this paragraph, according to a 

method approved by the Manager, Seattle 

ACO; or according to a method approved in 

accordance with the procedures specified in 

paragraph (s) of this AD. Any cracking found 

during any inspection must be repaired 

before further flight. Repeat the inspections 

of Areas 1 and 2 thereafter at intervals not 

to exceed 3,000 flight cycles. 

Optional Preventative Modification in Areas 

1 and 2 

(q) If no cracking was found during the 

open-hole HFEC inspections required by 

paragraph (m) or (n) of this AD, repairing or 

modifying Areas 1 and 2, as defined in Figure 

1 of Boeing Alert Service Bulletin 747–

53A2452, dated April 3, 2003, in accordance 

with the service bulletin, defers the repetitive 

inspections required by paragraph (n) of this 

AD, and establishes new inspection methods, 

thresholds, and repetitive inspection 

intervals for the repaired or modified area. 

The new inspection thresholds and intervals 

are specified in Figure 1 of the service 

bulletin. Where the service bulletin specifies 

a threshold after the date of the service 

bulletin, use that same threshold after the 

effective date of this AD. 

Inspections Done Previously 

(r) Doing the inspections required by 

paragraphs (m) and (n) of this AD before the 

effective date of this AD, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2349, 

Revision 1, dated October 12, 2000, is 

59252 Federal Register / Vol. 70, No. 196 / Wednesday, October 12, 2005 / Rules and Regulations 

acceptable for compliance with the 

corresponding actions required by this AD. 

Alternative Methods of Compliance (AMOCs) 

(s)(1) The Manager, Seattle ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with 14 CFR 39.19 on any 

airplane to which the AMOC applies, notify 

the appropriate principal inspector in the 

FAA Flight Standards Certificate Holding 

District Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Alternative methods of compliance and 

FAA-approved repairs, approved previously 

in accordance with AD 2002–10–10 are 

approved as AMOCs for the corresponding 

actions required by this AD. 

Material Incorporated by Reference 

(t) You must use the service bulletins 

specified in Table 1 of this AD, as applicable, 

to perform the actions that are required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approves the incorporation by reference of 

Boeing Service Bulletin 747–53A2349, 

Revision 2, dated April 3, 2003; and Boeing 

Alert Service Bulletin 747–53A2452, dated 

April 3, 2003; in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Alert Service Bulletin 

747–53A2349, Revision 1, dated October 12, 

2000, as of June 27, 2002 (67 FR 36081, May 

23, 2002). 

(3) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Service Bulletin 747–53–

2349, dated June 27, 1991, as of June 11, 1993 

(58 FR 27927, May 12, 1993). 

(4) Contact Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207, for a copy of this service information. 

You may review copies at the Docket 

Management Facility, U.S. Department of 

Transportation, 400 Seventh Street SW., 

room PL–401, Nassif Building, Washington, 

DC; on the Internet at http://dms.dot.gov; or 

at the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the NARA, 

call (202) 741–6030, or go to http://www.

archives.gov/federal_register/code_of_federal

_regulations/ibr_locations.html. 

TABLE 1.—MATERIAL INCORPORATED BY REFERENCE

Service bulletin Revision 

level Date 

Boeing Alert Service Bulletin 747–53A2349 ................................................................................................ 1 ............... October 12, 2000 

Boeing Alert Service Bulletin 747–53A2452 ................................................................................................ Original .... April 3, 2003. 

Boeing Service Bulletin 747–53–2349 ......................................................................................................... Original .... June 27, 1991. 

Boeing Service Bulletin 747–53A2349 ........................................................................................................ 2 .............. April 3, 2003. 

Issued in Renton, Washington, on 

September 28, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–20071 Filed 10–11–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20880; Directorate 

Identifier 2003–NM–229–AD; Amendment 

39–14327; AD 2005–20–30] 

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), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Boeing Model 

747 series airplanes. That AD currently 

requires repetitive inspections to detect 

cracks in various areas of the fuselage 

internal structure, and repair if 

necessary. This new AD requires 

repetitive inspections of additional 

areas of the fuselage internal structure, 

and related investigative/corrective 

actions if necessary. This new AD also 

removes certain requirements from the 

existing AD. This AD results from 

fatigue testing of the fuselage structure 

of a Boeing Model 747SR series 

airplane. We are issuing this AD to 

prevent the loss of the structural 

integrity of the fuselage, which could 

result in rapid depressurization of the 

airplane. 

DATES: Effective November 16, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of Boeing Service Bulletin 747–

53A2349, Revision 2, dated April 3, 

2003, as of November 16, 2005. 

On June 27, 2002 (67 FR 36081, May 

23, 2002), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Alert Service 

Bulletin 747–53A2349, Revision 1, 

dated October 12, 2000. 

On June 11, 1993 (58 FR 27927, May 

12, 1993), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Service Bulletin 

747–53–2349, dated June 27, 1991. 

ADDRESSES: You may examine the 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., Nassif Building, room PL–401, 

Washington, DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this 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) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may 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 street 

address stated in the ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2002–10–10, amendment 

39–12756 (67 FR 36081, May 23, 2002). 

The existing AD applies to certain 

Boeing Model 747 series airplanes. That 

NPRM was published in the Federal 

Register on April 11, 2005 (70 FR