28570 Federal Register / Vol. 71, No. 95 / Wednesday, May 17, 2006 / Rules and Regulations 

aft lower cargo doors for cracks required by 

paragraph (b) of AD 96–10–11 as specified in 

McDonnell Douglas DC–9 Service Bulletin 

52–89, Revision 5, dated February 26, 1991. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), 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 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, Los Angeles 

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. 

For McDonnell Douglas Model DC–9–10, 

DC–9–20, DC–9–30, DC–9–40, and DC–9–50 

series airplanes; Model DC–9–81 (MD–81), 

DC–9–82 (MD–82), DC–9–83 (MD–83), and 

DC–9–87 (MD–87) airplanes; and Model MD–

88 airplanes: The repair also must meet 14 

CFR 25.571, Amendment 45. 

Material Incorporated by Reference 

(p) You must use the service information 

specified in Table 3 of this AD 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 these 

documents in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Contact Boeing 

Commercial Airplanes, Long Beach Division, 

3855 Lakewood Boulevard, Long Beach, 

California 90846, Attention: Data and Service 

Management, Dept. C1–L5A (D800–0024), 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 3.—MATERIAL INCORPORATED BY REFERENCE

Service bulletin Revision level Date 

Boeing Service Bulletin Revision 717–52–0007 ...................................................................................... Revision 1 ......... March 2, 2006. 

Boeing Service Bulletin DC9–52–189 ..................................................................................................... Revision 2 ......... December 20, 2005. 

Boeing Service Bulletin MD90–52–014 ................................................................................................... Revision 1 ......... March 22, 2006. 

Issued in Renton, Washington, on May 8, 

2006. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 06–4546 Filed 5–16–06; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22510; Directorate 

Identifier 2004–NM–32–AD; Amendment 39–

14600; AD 2006–10–16] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding two 

existing airworthiness directives (ADs); 

one AD is applicable to all Boeing 

Model 747 airplanes and the other AD 

is applicable to certain Boeing Model 

747 airplanes. The first AD currently 

requires repetitive inspections for 

cracking of the upper skin of the 

horizontal stabilizer center section and 

the rear spar upper chord, and repair if 

necessary. The other AD currently 

requires repetitive inspections for 

cracking of the upper skin of the 

outboard and center sections of the 

horizontal stabilizer and the rear spar 

structure, hinge fittings, terminal 

fittings, and splice plates; and repair if 

necessary. This new AD adds, for 

certain airplanes, repetitive inspections 

for cracking of the outboard and center 

sections of the horizontal stabilizer and 

repair if necessary. For certain other 

airplanes, this new AD adds a detailed 

inspection to determine the type of 

fasteners, related investigative actions, 

and repair if necessary. This new AD 

also revises the compliance times for 

certain inspections and adds alternative 

inspections for cracking of the upper 

skin of the center section and rear spar 

upper chord. This AD results from 

reports of cracking in the outboard and 

center section of the aft upper skin of 

the horizontal stabilizer, the rear spar 

chord, rear spar web, terminal fittings, 

and splice plates; and a report of 

fractured and cracked steel fasteners. 

We are issuing this AD to detect and 

correct this cracking, which could lead 

to reduced structural capability of the 

outboard and center sections of the 

horizontal stabilizer and could result in 

loss of control of the airplane. 

DATES: This AD becomes effective June 

21, 2006. 

On July 15, 2003 (68 FR 38583, June 

30, 2003), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Alert Service 

Bulletin 747–55A2050, Revision 1, 

dated May 1, 2003. 

On April 3, 2002 (67 FR 12464, March 

19, 2002), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Alert Service 

Bulletin 747–55A2050, dated February 

28, 2002. 

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: 

Nicholas Kusz, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6432; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (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 


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part 39 to include an AD that 

supersedes AD 2002–06–02, amendment 

39–12678 (67 FR 12464, March 19, 

2002), and AD 2003–13–09, amendment 

39–13209 (68 FR 38583, June 30, 2003). 

AD 2002–06–02 applies to all Boeing 

Model 747 airplanes; AD 2003–13–09 

applies to certain Boeing Model 747 

airplanes. That NPRM was published in 

the Federal Register on September 26, 

2005 (70 FR 56145). That NPRM 

proposed to supersede AD 2002–06–02 

to continue to require repetitive 

inspections for cracking of the upper 

skin of the horizontal stabilizer center 

section and the rear spar upper chord, 

and repair, if necessary. That NPRM 

also proposed to supersede AD 2003–

13–09 to continue to require repetitive 

inspections for cracking of the upper 

skin of the outboard and center sections 

of the horizontal stabilizer and the rear 

spar structure, hinge fittings, terminal 

fittings, and splice plates; and repair if 

necessary. That NPRM also proposed, 

for certain airplanes, to add repetitive 

inspections for cracking of the 

horizontal stabilizer center and 

outboard section, and repair if 

necessary. For certain other airplanes, 

that NPRM proposed to add a detailed 

inspection to determine if fasteners are 

Maraging or H–11 steel fasteners, related 

investigative actions, and corrective 

action if necessary. That NPRM also 

proposed to revise the compliance times 

for certain inspections and add alternate 

high frequency eddy current (HFEC) 

inspections for cracking of the upper 

skin of the center section and rear spar 

upper chord. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Clarify Instructions in 

Paragraph (g) 

Boeing asks that paragraph (g) of the 

NPRM be clarified to direct operators to 

the applicable section of the Work 

Instructions in Boeing Alert Service 

Bulletin 747–55A2050, Revision 1, 

dated May 1, 2003 (referenced in the 

NPRM as the appropriate source of 

service information for accomplishing 

the required actions). We agree with 

Boeing and have clarified paragraphs 

(g), (g)(1), and (g)(2) of this AD 

accordingly. 

Request To Change Paragraphs (f)(1) 

and (f)(2) 

Boeing also asks that we change 

paragraphs (f)(1) and (f)(2) of the NPRM 

to require accomplishing the 

inspections in accordance with Part 1 of 

the Work Instructions of Revision 1 of 

the alert service bulletin, instead of 

specifying paragraph (f) of the NPRM. 

Boeing states that this change will make 

the inspection methods consistent with 

the inspection intervals in paragraph (f) 

and Revision 1 of the alert service 

bulletin. 

We acknowledge Boeing’s concern, 

and we agree that the inspection must 

be accomplished in accordance with 

Part 1 of the Work Instructions; 

however, paragraph (f) of this AD 

already requires that the inspections be 

accomplished as of the effective date of 

this AD in accordance with Part 1 of the 

Work Instructions of Boeing Alert 

Service Bulletin 747–55A2050, Revision 

1, dated May 1, 2003. Since paragraphs 

(f)(1) and (f)(2) of this AD require that 

the repetitive inspections be 

accomplished per paragraph (f); we have 

made no change to the AD in this 

regard. 

Request To Change Paragraph (i) 

Boeing also asks that we change 

paragraph (i) of the NPRM to require 

accomplishing the inspections in 

accordance with Part 4 of the Work 

Instructions of Revision 1 of the alert 

service bulletin. Boeing states that this 

change will direct operators to the 

correct paragraph in the service bulletin. 

We acknowledge Boeing’s concern 

and we agree that the inspection must 

be accomplished in accordance with 

Part 4 of the Work Instructions of 

Revision 1 of the alert service bulletin. 

However, paragraph (i) of this AD 

requires that the inspections be 

accomplished per paragraph (g)(2) of 

this AD, which identifies accomplishing 

the inspections per Part 4 of the Work 

Instructions of Revision 1 of the alert 

service bulletin. Therefore, it is not 

necessary to restate those requirements 

in paragraph (i). We have made no 

change to the AD in this regard. 

Request To Change Paragraph (k) 

In addition, Boeing asks that we 

change paragraph (k) of the NPRM to 

add the following: ‘‘If any bolt is 

cracked or fractured, high frequency 

eddy current (HFEC) inspect the bolt 

hole and replace the bolt, in accordance 

with Part 5 of the Work Instructions of 

Revision 1 of the alert service bulletin.’’

Boeing states that the NPRM contains no 

instructions for replacing cracked or 

broken bolts, and reinstallation of those 

bolts could result in overloaded 

adjacent bolts. 

We do not agree with Boeing that a 

change is necessary. Paragraph (k) of 

this AD provides instructions for 

repetitive inspections for magnetic 

fasteners that are not cracked or 

fractured. It would not be appropriate to 

combine the requirements for bolts that 

are not cracked or fractured, as specified 

in paragraph (k), with those for cracked 

or fractured bolts. Paragraph (j) of this 

AD provides instructions for inspecting 

for any cracked or fractured magnetic 

fastener. Paragraph (j) specifies that 

‘‘corrective action’’ must be 

accomplished by doing all the actions 

specified in Part 5 of the Work 

Instructions of Revision 1 of the alert 

service bulletin. Part 5, Step 1.l., 

describes procedures for open hole 

HFEC inspections of the bolt hole, and 

replacement of the bolt. Therefore, we 

have made no change to the AD in this 

regard. 

Request To Change Paragraph (n) 

Boeing also asks that we change 

paragraph (n) of the NPRM to allow a 

grace period for replacing H–11 

(magnetic) or Maraging steel bolts. 

Boeing states that operators 

accomplishing magnetic and fluorescent 

particle inspections of H–11 or 

Maraging steel bolts would be 

prohibited from re-installing 

undamaged H–11 or Maraging steel 

bolts. Boeing adds that paragraph (n) of 

the NPRM conflicts with paragraph (k) 

of the NPRM, which allows repeat 

inspections of H–11 or Maraging steel 

bolts. Boeing notes that operators 

accomplishing magnetic and fluorescent 

particle inspections of H–11 or 

Maraging steel bolts, or open hole HFEC 

inspections of Zone B, would be unable 

to re-install undamaged H–11 or 

Maraging steel bolts. Operators would 

be required to install Inconel bolts 

within 12 months after the effective date 

of the AD (for Zone B inspections), or 

within 18 months after the effective date 

of the AD (for Zone C inspections). H–

11 or Maraging steel bolts were 

originally installed on 460 airplanes that 

are currently operating, and Boeing is 

unable to supply 460 bolt kits within a 

12 to 18 month period. Boeing adds that 

there are currently no bolt kits in stock, 

and only 3 bolt kits scheduled for 

delivery; therefore, the requirements in 

paragraph (n) could ground up to 460 

airplanes. In addition, operators 

accomplishing ultrasonic inspections of 

H–11 or Maraging steel bolts per the 

Boeing 747 Nondestructive Test Manual 

D6–7171, Part 4, Chapter 51–00–00, will 

require bolt standards with identical 

diameter and grip lengths as the bolts 

installed on the airplane. These bolt 

standards are not readily available. 

We acknowledge Boeing’s concern, 

and we agree that there would be a 

hardship on operators if we required 

replacement of bolts when they were 


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unable to obtain spare parts. However, 

we have determined that a shortage of 

parts is not a concern since this AD does 

not require removal of H–11 bolts for 

inspection. The only bolts that this AD 

requires replacing are those that are 

found cracked or that an operator elects 

to replace. Although paragraph (n) of 

this AD does not allow re-installation of 

a non-cracked H–11 or Maraging steel 

bolt, that paragraph does not require 

removal of the bolt in the first place. 

Instead, paragraphs (j) and (k) of this AD 

require inspections of the magnetic bolts 

in accordance with Part 5 of the Work 

Instructions of Revision 1 of the alert 

service bulletin. Step 1.j. of Part 5 

provides the option of removing the bolt 

or leaving the bolt in place and 

accomplishing an ultrasonic inspection. 

Therefore, there is no hardship for 

operators since they may choose to 

leave the bolt in place and accomplish 

an ultrasonic inspection. If no cracking 

is found, operators are allowed to repeat 

that inspection with the bolt in place as 

long as no cracking is found during any 

inspection. Therefore, we have made no 

change to the AD in this regard. 

Request To Change Compliance Time in 

Paragraph (f)(1) 

Boeing also asks that we change 

paragraph (f)(1) of the NPRM to add a 

5,600-flight-hour cap to the compliance 

time for the initial inspection done after 

the effective date of the AD. Boeing 

states that this change will make the 

inspection methods consistent with the 

inspection intervals in paragraph (f) and 

with Revision 1 of the alert service 

bulletin. 

We do not agree with Boeing. We did 

not add a 5,600-flight-hour cap to the 

compliance time for the initial 

inspection so that operators would be 

allowed to transition to the new interval 

if they were already accomplishing the 

repetitive inspections required by AD 

2002–06–02. Certain requirements of 

that AD have been retained in this AD. 

After the initial inspection, operators 

will be limited to repeating the 

inspection within 1,000 flight cycles or 

5,600 flight hours, whichever is first, 

which coincides with Revision 1 of the 

alert service bulletin. We have made no 

change to the AD in this regard. 

Request To Extend Compliance Time in 

Paragraph (h) 

Northwest Airlines (NWA) asks that 

we extend the compliance time for the 

initial inspection, as specified in 

paragraphs (h)(2)(i)(B) and (h)(2)(ii)(B) 

of the NPRM, from 12 to 18 months. 

NWA states that the most significant 

impact in the NPRM is the requirement 

to perform the paragraph (g) inspections 

within the initial inspection threshold 

specified in paragraphs (h)(2)(i)(B) and 

(h)(2)(ii)(B). NWA notes that the 

proposed thresholds differ significantly 

from those in AD 2003–13–09 

(referenced in paragraph (h)(1)(ii) of the 

NPRM). NWA adds that 6 of its Model 

747–200 airplanes may require 

inspections within 12 months from the 

effective date of a new adopted rule. 

NWA states that extending the 

compliance time to 18 months will 

allow accomplishment of the 

inspections during planned heavy 

maintenance C-check visits. 

We do not agree with NWA. The 12- 

month compliance time in paragraphs 

(h)(2)(i)(B) and (h)(2)(ii)(B) is in the 

referenced service bulletin, but was not 

included in AD 2003–13–09 because it 

did not meet the criteria necessary to be 

included in an immediately adopted 

rule. AD 2003–13–09 included interim 

action which specified that we were 

considering a separate rulemaking 

action to address these inspections at a 

later date. We have determined that the 

compliance time, as proposed, 

represents the maximum interval of 

time allowable for the affected airplanes 

to continue to safely operate before the 

inspections are done. Since 

maintenance schedules vary among 

operators, there would be no assurance 

that the airplane would be inspected 

during that maximum interval of 18 

months. In addition, the 12-month 

compliance time agrees with the 

manufacturer’s service bulletin 

referenced in the AD. We have made no 

change to the AD in this regard. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. These 

changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

This AD affects about 1,087 Model 

747 airplanes worldwide and affects 

about 227 airplanes of U.S. registry. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this AD. The costs for the inspections 

are per inspection cycle. 

ESTIMATED COSTS

Action Work 

hours 

Average 

labor 

rate per 

hour 

Cost per 

airplane Fleet cost 

Zone A Detailed Inspection (required by AD 2002–06–02) ........................................................ 8 $65 $520 $118,040. 

Zone A NDT Inspection, if done .................................................................................................. 10 65 650 Unknown. 

Zone B NDT Inspection (required by AD 2003–13–09 for Groups 1, 2, and 3 airplanes) ......... 8 65 520 Unknown. 

Zone B Open-hole NDT Inspection (new proposed action for Groups 3, 4, and 5 airplanes; 

and for Groups 1, 2, and 3 airplanes, if done).

30 65 1,950 Unknown. 

Zone C Maraging or H–11 Steel Fastener Inspection (new proposed action for Groups 1,2, 

and 3 airplanes).

8 65 520 Unknown. 

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. 


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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. 

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 removing amendment 39–12678 (67 

FR 12464, March 19, 2002), and 

amendment 39–13209 (68 FR 38583, 

June 30, 2003), and by adding the 

following new airworthiness directive 

(AD): 

2006–10–16 Boeing: Amendment 39–14600. 

Docket No. FAA–2005–22510; 

Directorate Identifier 2004–NM–32–AD. 

Effective Date 

(a) This AD becomes effective June 21, 

2006. 

Affected ADs 

(b) This AD supersedes AD 2002–06–02 

and AD 2003–13–09. 

Applicability 

(c) This AD applies to all Boeing Model 

747–100, 747–100B, 747–100B SUD, 747–

200B, 747–200C, 747–200F, 747–300, 747–

400, 747–400D, 747–400F, 747SR, and 747SP 

series airplanes; certificated in any category. 

Unsafe Condition 

(d) This AD was prompted by reports of 

cracking in the outboard and center section 

of the aft upper skin of the horizontal 

stabilizer, the rear spar chord, rear spar web, 

terminal fittings, and splice plates; and a 

report of fractured and cracked steel 

fasteners. We are issuing this AD to detect 

and correct this cracking, which could lead 

to reduced structural capability of the 

outboard and center sections of the 

horizontal stabilizer and could result in 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. 

Certain Requirements of AD 2002–06–02: To 

Be Done in Accordance With New Revision 

of the Service Bulletin 

Repetitive Inspections for Zone A 

(f) Before the accumulation of 24,000 total 

flight cycles, or within 90 days after April 3, 

2002 (the effective date of AD 2002–06–02), 

whichever occurs later: Except as provided 

by paragraph (l) of this AD, ‘‘Optional High 

Frequency Eddy Current (HFEC) Inspections 

for Zone A,’’ do a detailed inspection for 

cracking of the upper skin of the horizontal 

stabilizer center section and the rear spar 

upper chord, in accordance with the Work 

Instructions and Figure 1 of Boeing Alert 

Service Bulletin 747–55A2050, dated 

February 28, 2002; or in accordance with Part 

1 of the Work Instructions of Boeing Alert 

Service Bulletin 747–55A2050, Revision 1, 

dated May 1, 2003. (The inspection 

procedures include a detailed inspection for 

cracking of the upper horizontal skin and of 

the vertical and horizontal flanges of the rear 

spar upper chord.) As of the effective date of 

this AD, do the detailed inspection in 

accordance with Part 1 of the Work 

Instructions of Boeing Alert Service Bulletin 

747–55A2050, Revision 1, dated May 1, 2003. 

Repeat the detailed inspection thereafter at 

the times specified in paragraphs (f)(1) and 

(f)(2) of this AD, as applicable. 

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 mirrors, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(1) For airplanes on which the detailed 

inspection required by paragraph (a) of AD 

2002–06–02 has been done before the 

effective date of this AD: Within 1,000 flight 

cycles after the last detailed inspection, do 

the detailed inspection specified in 

paragraph (f) of this AD and repeat the 

detailed inspection specified in paragraph (f) 

of this AD thereafter at intervals not to 

exceed 1,000 flight cycles or 5,600 flight 

hours, whichever comes first. 

(2) For airplanes on which the detailed 

inspection required by paragraph (a) of AD 

2002–06–02 has not been done before the 

effective date of this AD: After accomplishing 

the initial inspection, repeat the detailed 

inspection specified in paragraph (f) of this 

AD thereafter at intervals not to exceed 1,000 

flight cycles or 5,600 flight hours, whichever 

comes first. 

Requirements of AD 2003–13–09, With New 

Compliance Times Required by This AD 

Repetitive Inspections for Zone B: Groups 1 

Through 3 

(g) For Groups 1, 2, and 3 airplanes 

identified in paragraph 1.A. Effectivity of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003: At the time 

specified in paragraph (h) of this AD, do the 

Zone B inspections, as required by either 

paragraph (g)(1) or (g)(2) of this AD, in 

accordance with Part 3 of the Work 

Instructions of Boeing Alert Service Bulletin 

747–55A2050, Revision 1, dated May 1, 2003, 

except as provided by paragraph (n) of this 

AD. Repeat the applicable inspection at the 

applicable time specified in Sheet 2 of Figure 

1 of the service bulletin. 

(1) Do nondestructive test (NDT) 

inspections for cracking of the upper skin of 

the outboard and center sections of the 

horizontal stabilizer and the rear spar 

structure, hinge fittings, terminal fittings, and 

splice plates, in accordance with Part 3 of the 

Work Instructions of the service bulletin. The 

inspections include an ultrasonic inspection 

of the outboard and center sections, rear spar 

upper chords under the hinge fitting halves, 

upper skins under the splice plates, and the 

rear spar webs behind the terminal fittings; 

a HFEC inspection of the terminal fitting 

around the fasteners; a low frequency eddy 

current inspection of the splice plates around 

the fasteners; a surface HFEC inspection of 

the rear spar upper chords in the radius area 

above the terminal fitting and the lower 

surface of the horizontal flange; and an HFEC 

inspection of the rear spar webs in the 

exposed area above the terminal fitting. 

(2) In lieu of the inspections specified in 

paragraph (g)(1) of this AD: Do an alternate 

open hole HFEC inspection for cracking of 

the splice plates, terminal fittings, hinge 

fitting halves, rear spar upper chords, rear 

spar webs, and upper skins; and replace H–

11 bolts with Inconel bolts; in accordance 

with Part 4 of the Work Instructions of the 

service bulletin, except as provided by 

paragraph (n) of this AD. 

(h) For Groups 1, 2, and 3 airplanes 

identified in paragraph 1.A. Effectivity of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003: Do the 

inspections required by paragraph (g) of this 

AD at the earlier of the times specified in 

paragraphs (h)(1) and (h)(2) of this AD. 

(1) At the later of the times specified in 

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

(i) Before the accumulation of 27,000 total 

flight cycles or 117,000 total flight hours, 

whichever is first. 

(ii) Within 90 days after July 15, 2003 (the 

effective date of AD 2003–13–09). 


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28574 Federal Register / Vol. 71, No. 95 / Wednesday, May 17, 2006 / Rules and Regulations 

(2) At the applicable times specified in 

paragraphs (h)(2)(i) and (h)(2)(ii) of this AD. 

(i) For Groups 1 and 3 airplanes identified 

in paragraph 1.A. Effectivity of Boeing Alert 

Service Bulletin 747–55A2050, Revision 1, 

dated May 1, 2003: At the latest of the times 

specified in paragraphs (h)(2)(i)(A) and 

(h)(2)(i)(B) of this AD. 

(A) Before the accumulation of 20,000 total 

flight cycles or 85,000 total flight hours, 

whichever is first. 

(B) Within 12 months after the effective 

date of this AD. 

(ii) For Group 2 airplanes identified in 

paragraph 1.A. Effectivity of Boeing Alert 

Service Bulletin 747–55A2050, Revision 1, 

dated May 1, 2003: At the latest of the times 

specified in paragraphs (h)(2)(ii)(A) and 

(h)(2)(ii)(B) of this AD. 

(A) Before the accumulation of 22,000 total 

flight cycles or 95,000 total flight hours, 

whichever is first. 

(B) Within 12 months after the effective 

date of this AD. 

Additional Requirements of This AD 

Repetitive Inspections for Zone B: Groups 4 

Through 6 

(i) For Groups 4, 5, and 6 airplanes 

identified in paragraph 1.A. Effectivity of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003: At the later 

of the times specified in paragraphs (i)(1) and 

(i)(2) of this AD, do the Zone B inspections 

as specified in paragraph (g)(2) of this AD. 

Repeat the applicable inspection at the 

applicable time specified in Sheet 3 of Figure 

1 of the service bulletin. 

(1) Before the accumulation of 20,000 total 

flight cycles or 85,000 total flight hours, 

whichever is first. 

(2) Within 12 months after the effective 

date of this AD. 

Repetitive Inspections for Zone C: Groups 1 

Through 3 

(j) For Groups 1, 2, and 3 airplanes 

identified in paragraph 1.A. Effectivity of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003: Within 18 

months after the effective date of this AD, do 

a detailed inspection to determine if fasteners 

common to the horizontal stabilizer outboard 

and center section upper chords at the hinge 

fitting halves and the splice plates are 

magnetic, related investigative actions 

(includes ultrasonic, magnetic particle, or 

fluorescent particle inspections for any 

cracked or fractured Maraging or H–11 steel 

fastener), and corrective actions by 

accomplishing all the actions specified in 

Part 5 of the Work Instructions of the service 

bulletin, except as provided by paragraph (n) 

of this AD. 

(k) If, during the actions required by 

paragraph (j) of this AD, any fastener is found 

to be magnetic and is not cracked or 

fractured, repeat the related investigative 

actions and corrective actions specified in 

paragraph (j) of this AD at the time specified 

in Sheet 4 of Figure 1 of Boeing Alert Service 

Bulletin 747–55A2050, Revision 1, dated 

May 1, 2003. 

Optional High Frequency Eddy Current 

(HFEC) Inspections for Zone A 

(l) In lieu of the detailed inspection 

specified in paragraph (f) of this AD: Do an 

HFEC inspection for cracking of the upper 

skin of the horizontal stabilizer center section 

and the rear spar upper chord, in accordance 

with Part 2 of the Work Instructions of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003. Repeat the 

HFEC inspection thereafter at intervals not to 

exceed 2,700 flight cycles or 15,000 flight 

hours, whichever comes first. 

Repair 

(m) If any discrepancy (cracking or 

damage) is found during any inspection or 

related investigative action required by 

paragraphs (f), (g), (i), or (l) of this AD: Before 

further flight, repair in accordance with the 

Work Instructions of Boeing Alert Service 

Bulletin 747–55A2050, Revision 1, dated 

May 1, 2003, except as provided by 

paragraph (n) of this AD. Where the service 

bulletin specifies to contact the manufacturer 

for appropriate action: Before further flight, 

repair 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 

by an Authorized Representative for the 

Boeing 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. 

Parts Installation 

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

person may install any Maraging or H–11 

steel fasteners in the locations specified in 

this AD. Where Boeing Alert Service Bulletin 

747–55A2050, Revision 1, dated May 1, 2003, 

specifies to install H–11 bolts (kept 

fasteners), this AD requires installation of 

Inconel bolts. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(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 § 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) AMOCs, approved previously per AD 

2002–06–02 or AD 2003–13–09, are approved 

as AMOCs for the corresponding provisions 

of this AD, for the repaired area only. 

Material Incorporated by Reference 

(p) You must use Boeing Alert Service 

Bulletin 747–55A2050, dated February 28, 

2002; or Boeing Alert Service Bulletin 747–

55A2050, Revision 1, dated May 1, 2003; as 

applicable; to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. 

(1) On July 15, 2003 (68 FR 38583, June 30, 

2003), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–55A2050, 

Revision 1, dated May 1, 2003. 

(2) On April 3, 2002 (67 FR 12464, March 

19, 2002), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–55A2050, 

dated February 28, 2002. 

(3) 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. 

Issued in Renton, Washington, on May 8, 

2006. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 06–4541 Filed 5–16–06; 8:45 am] 

BILLING CODE 4910–13–P 

SOCIAL SECURITY ADMINISTRATION 

20 CFR Part 498 

RIN 0960–AG08 

Civil Monetary Penalties, Assessments 

and Recommended Exclusions 

AGENCY: Office of the Inspector General 

(OIG), Social Security Administration 

(SSA). 

ACTION: Final rules. 

SUMMARY: These final rules reflect 

provisions of Public Law 106–169, the 

Foster Care Independence Act of 1999, 

and Public Law 108–203, the Social 

Security Protection Act of 2004, to 

provide new and amended procedures 

for SSA’s civil monetary penalty cases 

filed pursuant to sections 1129 and 1140 

of the Social Security Act . 

These final rules implement 

amendments to section 1129 of the 

Social Security Act (42 U.S.C. 1320a–8) 

to provide for the imposition of civil 

monetary penalties and/or assessments: 

against representative payees who 

convert Social Security benefits for a 

use other than for the use or benefit of 

the beneficiary; against those who 

withhold disclosure of material 

statements to SSA; and, against those 

who make false or misleading 

statements or representations or 

omissions of a material fact with respect 

to benefits or payments under title VIII 

of the Social Security Act. 


dsatterwhite on PROD1PC76 with RULES