Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 25599 

low-pressure (LP) turbine rear frames, part 

numbers 338–171–703–0; 338–171–704–0; 

338–171–705–0; and 338–171–706–0, 

installed. These engines are installed on, but 

not limited to, Airbus A318, A319, A320, and 

A321 series airplanes. 

Unsafe Condition 

(d) This AD results from a refined lifing 

analysis by the engine manufacturer that 

shows the need to identify initial and 

repetitive inspection thresholds for 

inspecting certain LP turbine rear frames. We 

are issuing this AD to detect low-cyclefatigue cracks in the LP turbine rear frame, 

which could result in engine separation from 

the airplane, possibly leading to loss of 

control 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. 

Initial Inspection 

(f) Perform an initial eddy current 

inspection (ECI) of the LP turbine rear frame 

using paragraphs 3.A. through 3.A.(7)(d) of 

the Accomplishment Instructions of CFM 

International, S.A. Service Bulletin (SB) No. 

CFM56–5B S/B 72–0620, Revision 1, dated 

December 20, 2007, at the following 

compliance times: 

(1) For commercial engine applications, 

within 25,000 cycles-since-new (CSN) on the 

LP turbine rear frame. 

(2) For corporate engine applications, 

within 19,000 CSN on the LP turbine rear 

frame. 

(3) For engines with unknown LP turbine 

rear frame CSN, within 300 cycles from the 

effective date of this AD. 

Repetitive Inspections 

(g) Perform repetitive ECIs of the LP 

turbine rear frame using paragraphs 3.A. 

through 3.A.(7)(d) of the Accomplishment 

Instructions of CFM International, S.A. SB 

No. CFM56–5B S/B 72–0620, Revision 1, 

dated December 20, 2007. Use the inspection 

intervals in paragraph 3.A.(8) of the 

Accomplishment Instructions of CFM 

International, S.A. SB No. CFM56–5B S/B 

72–0620, Revision 1, dated December 20, 

2007. 

LP Turbine Rear Frame Removal Criteria 

(h) Remove LP turbine rear frames from 

service that have a single crack length of 2.56 

inches (65 mm) or longer, or multiple cracks 

with accumulated crack length of 2.56 inches 

(65 mm) or longer. 

Alternative Methods of Compliance 

(i) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD if requested using the procedures found 

in 14 CFR 39.19. 

Related Information 

(j) European Aviation Safety Agency AD 

2007–0221, dated August 13, 2007, also 

addresses the subject of this AD. 

(k) Contact Stephen Sheely, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: stephen.k.sheely@faa.gov; 

telephone (781) 238–7750; fax (781) 238–

7199, for more information about this AD. 

Issued in Burlington, Massachusetts, on 

April 29, 2008. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–10050 Filed 5–6–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0520; Directorate 

Identifier 2008–NM–018–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 777–200 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Boeing Model 777–200 series airplanes. 

This proposed AD would require 

repetitive inspections for any wrinkle in 

certain external skin panels, and for 

cracking at the fuselage bulkhead shear 

tie end fastener locations at certain 

stations of section 48 of the fuselage; 

and doing related investigative and 

corrective actions if necessary. This 

proposed AD results from a report of 

cracks found in the external skin on the 

left and right sides of the Section 48 

panel of the fuselage on two airplanes 

with skin wrinkles found at two of the 

external crack locations. We are 

proposing this AD to detect and correct 

wrinkles and cracks in certain external 

skin panels of Section 48, which could 

join together and result in reduced 

structural integrity of support structure 

for the vertical and horizontal stabilizers 

and inability of the airplane to sustain 

limit loads. 

DATES: We must receive comments on 

this proposed AD by June 23, 2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Duong Tran, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6452; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2008–0520; Directorate Identifier 

2008–NM–018–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We have received a report of cracks 

found in the external skin on the left 

and right sides of the section 48 panel 

of the fuselage on two airplanes. There 

were ten external skin cracks on one 

airplane with 22,732 total flight hours 

and 20,286 total flight cycles; the cracks 

were 0.20 to 0.50 inch in length at 


rwilkins on PROD1PC63 with PROPOSALS
25600 Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 

Stations 2195.75 and 2221.65, between 

Stringers 6 to 10 on the left and right 

sides. In addition, skin wrinkles 4.5 and 

5.0 inches long and 1.0 inch wide and 

0.014 inch deep were found at two of 

the external skin crack locations. A 

second report indicated that three 

external skin cracks, 0.12 to 0.20 inches 

in length were found at Station 2195.75, 

above Stringer 7 on the left side, on an 

airplane with 22,147 total flight hours 

and 19,281 total flight cycles. This 

condition, if not corrected, could result 

in reduced structural integrity of 

support structure for the vertical and 

horizontal stabilizers and inability of 

the airplane to sustain limit loads. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 777–53A0051, dated 

November 8, 2007. The alert service 

bulletin describes procedures for 

repetitive general visual inspections for 

any wrinkle of the external skin at 

Stations 2195.75, 2221.65, and 2245.70 

of the Section 48 panel of the fuselage, 

between stringers 5 and 10 on the left 

and right sides. The service bulletin also 

describes procedures for repetitive high 

frequency eddy current (HFEC) and 

detailed inspections for cracking at the 

fuselage bulkhead shear tie end fastener 

locations of the external skin at Stations 

2195.75, 2221.65, and 2245.70 of the 

section 48 panel of the fuselage; 

between stringers 5 and 10 on the left 

and right sides. In addition, the service 

bulletin describes performing related 

investigative and corrective actions if 

necessary. The corrective actions 

include removing any skin wrinkle, 

repairing any skin crack, and installing 

a skin repair if any wrinkle or crack is 

found. The related investigative actions 

include an internal HFEC inspection of 

the repair doubler edge row fasteners for 

cracking if a skin repair is installed. The 

service bulletin also recommends 

contacting Boeing for repair data if any 

crack is found that is 1.0 or more inches 

in length. 

The compliance times for the 

inspections specified in the service 

bulletin are as follows: 

• General visual and external HFEC 

inspections for any wrinkle and 

cracking of the skin panels and 

bulkhead shear tie end fastener 

locations at Stations 2195.75, 2221.65, 

and 2245.70 of the Section 48 panel of 

the fuselage, between stringers 5 and 10: 

Before 16,000 total flight cycles or 

within 2,300 flight cycles after the date 

on the service bulletin, whichever 

occurs later. If no wrinkle or skin crack 

is found, the service bulletin specifies 

repeating the inspections thereafter at 

intervals not to exceed 4,500 flight 

cycles. 

• Internal HFEC inspection of the 

repair doubler shear tie end fasteners 

and external and internal detailed 

inspection of the tripler, doubler, skin, 

shear tie, stringer, or fuselage bulkhead 

(fastener locations): Within 30,000 flight 

cycles after installation of the repair. 

• Internal HFEC inspection of the 

repair doubler edge row fasteners and 

external and internal detailed 

inspection of the tripler, doubler, skin, 

shear tie, stringer or fuselage bulkhead 

within the repair area: Before 30,000 

total flight cycles, or within 16,000 

flight cycles after installation of the 

repair, whichever occurs first. If no 

cracking is found, the service bulletin 

describes repeating the inspections 

thereafter at intervals not to exceed 

16,000 flight cycles. If any crack is 

found, the service bulletin recommends 

contacting Boeing for repair data and 

repairing. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Difference Between 

the Proposed AD and Service 

Information.’’

Difference Between the Proposed AD 

and Service Information 

The alert service bulletin specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Costs of Compliance 

We estimate that the inspections in 

this proposed AD would affect 13 

airplanes of U.S. registry. We also 

estimate that it would take about 15 

work-hours per product to comply with 

this proposed AD. The average labor 

rate is $80 per work-hour. Based on 

these figures, we estimate the cost of 

this proposed AD to the U.S. operators 

to be $15,600, or $1,200 per product, 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 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 this 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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: 


rwilkins on PROD1PC63 with PROPOSALS
Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 25601 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

Boeing: Docket No. FAA–2008–0520; 

Directorate Identifier 2008–NM–018–AD. 

Comments Due Date 

(a) We must receive comments by June 23, 

2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 777–

200 series airplanes, certificated in any 

category; as identified in Boeing Alert 

Service Bulletin 777–53A0051, dated 

November 8, 2007. 

Unsafe Condition 

(d) This AD results from a report of cracks 

found in the external skin on the left and 

right sides of the section 48 fuselage panel on 

two airplanes with skin wrinkles found at 

two of the external crack locations. We are 

issuing this AD to detect and correct wrinkles 

and cracks in certain external skin panels of 

section 48, which could join together and 

result in reduced structural integrity of 

support structure for the vertical and 

horizontal stabilizers and inability of the 

airplane to sustain limit loads. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Repetitive Inspections/Investigative and 

Corrective Actions 

(f) At the applicable compliance times 

specified in paragraph 1.E., ‘‘Compliance’’ of 

Boeing Alert Service Bulletin 777–53A0051, 

dated November 8, 2007, except as provided 

by paragraph (g) of this AD: Do the applicable 

inspections for any wrinkle of the external 

skin and for cracking at the fuselage 

bulkhead shear tie end fastener locations at 

Stations 2195.75, 2221.65, and 2245.70 of the 

section 48 panel of the fuselage, between 

stringers 5 and 10 on the left and right sides; 

and do all the applicable investigative and 

corrective actions; by doing all of the 

applicable actions in accordance with the 

Accomplishment Instructions of the service 

bulletin, except as provided by paragraph (h) 

of this AD. Do all applicable investigative 

and corrective actions before further flight. 

Repeat the applicable inspections thereafter 

at the applicable intervals specified in 

paragraph 1.E. of the service bulletin. 

Exception to Compliance Times 

(g) Where Boeing Alert Service Bulletin 

777–53A0051, dated November 8, 2007, 

specifies counting the compliance time from 

‘‘* * * the date on this service bulletin,’’ this 

AD requires counting the compliance time 

from the effective date of this AD. 

Exception to Corrective Actions 

(h) If any damage beyond the repair limits 

specified in Boeing Alert Service Bulletin 

777–53A0051, dated November 8, 2007, is 

found during any inspection required by this 

AD, and the service bulletin specifies to 

contact Boeing for appropriate action: Before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (i) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Duong Tran, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6452; fax 

(425) 917–6590 has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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. 

Issued in Renton, Washington, on April 25, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–10059 Filed 5–6–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0043; Directorate 

Identifier 2007–NM–058–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747SR, and 747SP 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: The FAA is revising an earlier 

NPRM for an airworthiness directive 

(AD) that applies to certain Boeing 

Model 747 series airplanes. The original 

NPRM would have superseded an 

existing AD that currently requires 

inspecting to detect cracking in certain 

lower lobe fuselage skin lap joints, 

doing repetitive inspections for cracking 

at certain fastener locations having 

countersunk fasteners, and replacing 

countersunk fasteners with protruding 

head fasteners at certain fastener 

locations. The original NPRM proposed 

to replace a previous high-frequency 

eddy current (HFEC) inspection method 

with a new HFEC inspection method, 

add a one-time inspection for cracking 

of certain airplanes, and terminate the 

adjustment factor for the inspection 

compliance times based on cabin 

differential pressure. The original 

NPRM also included an inspection at an 

additional lap joint. The original NPRM 

resulted from reports of fuselage skin 

cracks found at certain countersunk 

fastener locations in the upper row of 

lap joints near the wing-to-body fairings, 

and from a report that the presence of 

Alodine-coated rivets could cause faulty 

results during the required inspections 

using the optional sliding probe HFEC 

inspection method specified in the 

existing AD. This new action revises the 

original NPRM by including inspections 

at additional lap joint locations and by 

removing inspections at certain other 

lap joint locations. We are proposing 

this supplemental NPRM to prevent 

reduced structural integrity of the 

fuselage. 

DATES: We must receive comments on 

this supplemental NPRM by June 2, 

2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 


rwilkins on PROD1PC63 with PROPOSALS