Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules 54677 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(3) Inspections required by this AD of 

specified areas of Principal Structural 

Element (PSE) 53.08.044 are acceptable for 

compliance with the applicable requirements 

of paragraphs (a) and (b) of AD 93–01–15, 

amendment 39–8469 (58 FR 5576, January 

22, 1993). The remaining areas of the affected 

PSEs must be inspected and repaired as 

applicable, in accordance with AD 93–01–15. 

Issued in Renton, Washington, on 

September 7, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–18401 Filed 9–15–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22426; Directorate 

Identifier 2005–NM–105–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–300, 

747–400, 747–400D, and 747SR Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Boeing Model 747–100, 747–100B, 747–

100B SUD, 747–200B, 747–200C, 747–

300, 747–400, 747–400D, and 747SR 

series airplanes. This proposed AD 

would require a one-time inspection to 

determine whether any steel doubler 

(small or large) is installed at the lower 

forward and upper aft corners of the 

fuselage cutout at main entry doors 

(MEDs) number 3. Depending on the 

results of this inspection, this proposed 

AD also would require repetitive 

inspections for cracks of the skin, 

bearstrap, and small steel doubler (if 

installed) at the applicable corner or 

corners of the fuselage cutouts, and 

related investigative/corrective actions 

if necessary. This proposed AD also 

would provide the optional terminating 

action for the repetitive inspections of 

installing a large steel doubler at the 

affected corners. This proposed AD is 

prompted by reports of cracks in the 

skin and bearstrap at the upper aft 

corner and at the lower forward corner 

of the fuselage cutout at MEDs number 

3. We are proposing this AD to detect 

and correct cracks in the skin, bearstrap, 

and small steel doubler (if installed), 

which could propagate and result in 

rapid decompression of the airplane. 

DATES: We must receive comments on 

this proposed AD by October 31, 2005. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web Site: Go to 

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

instructions for sending your comments 

electronically. 

• Government-Wide Rulemaking Web 

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

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• By fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

You can examine the contents of this 

AD docket on the Internet at http:// 

dms.dot.gov, or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC. 

This docket number is FAA–2005–

22426; the directorate identifier for this 

docket is 2005–NM–105–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: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2005–22426; Directorate Identifier 

2005–NM–105–AD’’ in the subject line 

of your comments. We specifically 

invite comments on the overall 

regulatory, economic, environmental, 

and energy aspects of the proposed AD. 

We will consider all comments 

submitted by the closing date and may 

amend the proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that 

website, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You can 

review DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you can visit http:// 

dms.dot.gov. 

Examining the Docket 

You can examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System (DMS) receives 

them. 

Discussion 

We have received a report indicating 

that seven operators of the affected 

airplanes have found cracks in the skin 

and bearstrap at the upper aft corner of 

the fuselage cutout at main entry doors 

(MEDs) number 3. These cracks, which 

were between 0.6 inch and 2.5 inches in 

length, were found on airplanes that had 

accumulated between 12,140 and 23,927 

flight cycles. We have received other 

reports indicating that some operators 

also found cracks in the skin and 

bearstrap at the lower forward corner of 

the fuselage cutout at MEDs number 3. 

These cracks were between 0.5 inch and 

4.0 inches in length, and were found on 

airplanes that had accumulated between 

11,986 and 23,083 flight cycles. Cracks 

in the skin, bearstrap, and small steel 

doubler, if not detected and corrected, 

could propagate and result in rapid 

decompression of the airplane. 

Other Relevant Rulemaking 

On December 8, 1992, we issued AD 

92–27–04, amendment 39–8437 (57 FR 

59801, December 16, 1992) for certain 

Boeing Model 747 series airplanes. [A 

correction of that AD was published in 

the Federal Register on February 17, 

1993 (58 FR 8693)]. We issued that AD 

to prevent the structural degradation of 

54678 Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules 

the airplane by requiring various 

repetitive inspections of the airplane 

structure for cracks, and repair if any 

crack is found. AD 92–27–04 refers to 

Section 4 of Boeing Document No. D6–

35999, Revision C, dated January 21, 

1992, as the appropriate source of 

service information for doing the 

various inspections and repairs. Boeing 

Document No. D6–35999 in turn refers 

to Boeing Service Bulletin 747–53–2218, 

Revision 4, dated November 9, 1989, as 

the appropriate source of service 

information for doing the specific 

inspections of the lower forward corner 

of the fuselage cutout at MEDs number 

3, and doing any necessary repairs. 

Installing a small or large steel doubler 

at the lower forward corner of the cutout 

in accordance with Boeing Service 

Bulletin 747–53–2218 terminates the 

repetitive inspection requirements of 

AD 92–27–04 for that area. 

On April 22, 1993, we issued AD 93–

08–12, amendment 39–8559, (58 FR 

27927, May 12, 1993), for certain Boeing 

Model 747 series airplanes. That AD 

requires repetitive detailed visual 

internal inspections to detect cracks in 

various areas of the fuselage internal 

structure, and repair if necessary. 

Among other areas of the fuselage, AD 

93–08–12 requires inspection of the 

upper aft and lower forward corners of 

the fuselage cutout at MEDs number 3, 

with and without steel doublers 

installed at those corners. Boeing 

Service Bulletin 747–53A2512, Revision 

1, dated August 11, 2005, which is 

described below and cited as the 

appropriate source of service 

information for this new proposed AD, 

refers to AD 93–08–12. However, on 

May 14, 2002, we issued AD 2002–10–

10, amendment 39–12756, (67 FR 

36081, May 23, 2002) to supersede AD 

93–08–12. AD 2002–10–10 retains the 

requirements of AD 93–08–12 for the 

area affected by this new proposed AD, 

but adds new repetitive inspections for 

cracking in certain areas of the upper 

chord of the upper deck floor beams, 

and repair if necessary. AD 93–08–12 

and AD 2002–10–10 refer to Boeing 

Service Bulletin 747–53–2349, dated 

June 27, 1991, as the appropriate source 

of service information for doing the 

inspections and repair if necessary. In 

addition, on April 1, 2005, we issued a 

proposed AD that would supersede AD 

2002–10–10. That proposed AD (Docket 

No. FAA–2005–20880, Directorate 

Identifier 2003-NM–229-AD, 70 FR 

18332, April 11, 2005) would retain 

certain requirements of AD 2002–10–10 

but add repetitive inspections for 

cracking of additional areas of the 

fuselage internal structure and related 

investigative/corrective actions. 

Relevant Service Information 

We have reviewed Boeing Service 

Bulletin 747–53A2512, including 747–

53A2512, Revision 1, dated August 11, 

2005. The service bulletin describes 

procedures for repetitive inspections to 

determine the size and presence of any 

steel doubler installed at the lower 

forward and/or upper aft corners of the 

fuselage cutout at MEDs number 3. If a 

large steel doubler was previously 

installed in accordance with Boeing 

Service Bulletin 747–53–2218 

(described below), or the Boeing 747–

100/200/300 Structural Repair Manual 

(SRM), Service Bulletin 747–53A2512 

states that no further action is required 

for that corner. For lower forward 

corners that have no steel doubler 

installed, the service bulletin states that 

inspections and any applicable repairs 

are done in accordance with Boeing 

Service Bulletin 747–53–2218 (AD 92–

27–04). 

For all other corners and doubler 

configurations, the service bulletin gives 

various intervals for initial and 

repetitive inspections for cracks of the 

skin, bearstrap, and small steel doubler 

(if installed) at the lower forward and 

upper aft corners of the fuselage cutout 

at MEDs number 3. There are two 

options given in Boeing Service Bulletin 

747–53A2512 for doing the initial and 

repetitive inspections. The first option 

is to do a detailed inspection. The 

second option is to do a high-frequency 

eddy current (HFEC) inspection. The 

service bulletin specifies that operators 

should also do a general visual 

inspection to detect cracks in the small 

steel doubler (if installed) and any 

previous repair trimouts in the bearstrap 

and skin at the same time as the initial 

detailed or HFEC inspection. The 

inspection thresholds and repetitive 

intervals specified in the service 

bulletin are described in the table 

below. 

INSPECTION THRESHOLDS AND REPETITIVE INTERVALS

For airplanes that have— Do the first inspection of that corner— Repeat the detailed or HFEC inspection 

thereafter at intervals not to exceed—

A small steel doubler installed at the upper aft 

corner in production or in accordance with 

Boeing service bulletin 747–53–2025 (described below).

At the later of 10,000 total flight cycles or 

within 1,000 flight cycles after the original 

issue date of Boeing Service Bulletin 747–

53A2512.

3,000 flight cycles. 

A small steel doubler installed at the lower forward corner in production or in accordance 

with Boeing service bulletin 747–53–2218 

(described below).

At the later of 10,000 total flight cycles or 

within 1,000 flight cycles after the original 

issue date of Boeing Service Bulletin 747–

53A2512.

6,000 flight cycles. 

No steel doubler (large or small) installed at the 

upper aft corner.

At the later of 10,000 total flight cycles or 

within 1,000 flight cycles after the original 

issue date of Boeing Service Bulletin 747–

53A2512.

1,000 flight cycles. 

If the general visual inspection shows 

evidence of previous repair trimouts in 

the skin and/or bearstrap, the service 

bulletin gives procedures for doing a 

related investigative action. This related 

investigative action is doing an X-ray or 

detailed inspection for cracks at the 

repair trimouts. If no crack is found 

during the X-ray or detailed inspection, 

the service bulletin states that operators 

should repeat the applicable detailed or 

HFEC inspection at the applicable 

interval in the table above. 

If any crack is found during any 

detailed, HFEC, or X-ray inspection, the 

service bulletin specifies that operators 

should do another related investigative 

action before further flight. This related 

investigative action is a dye penetrant or 

HFEC inspection to measure the crack 

length in order to determine the 

procedures for corrective action. After 

the crack length is determined, the 

service bulletin then specifies that 

operators should do the applicable 

corrective action before further flight. If 

all cracks are inside certain zones 

specified in the service bulletin, the 

corrective action is repairing the area by 

trimming out or stop-drilling the crack, 

Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules 54679 

and installing a large steel doubler at the 

applicable cutout corner. Installing a 

large steel doubler terminates the 

repetitive inspections for that corner. If 

any crack is outside certain zones 

specified in the service bulletin, the 

corrective action is asking Boeing for 

repair data so that the repair can be 

accomplished before further flight. The 

service bulletin also states that crack 

findings should be reported to Boeing. 

Accomplishing the actions specified 

in the service information described 

above is intended to adequately address 

the unsafe condition. 

Boeing Alert Service Bulletin 747–

53A2512 refers to Boeing Service 

Bulletin 747–53–2218, Revision 4, dated 

November 9, 1989, as an additional 

source of service information for 

inspecting airplanes that do not have a 

steel doubler (large or small) installed at 

the lower forward corner of the fuselage 

cutout at MEDs number 3. AD 92–27–

04 refers to Section 4 of Boeing 

Document No. D6–35999, Revision C, 

dated January 21, 1992 as the 

appropriate source of service 

information for doing the various 

inspections and repairs. Boeing 

Document No. D6–35999 in turn refers 

to Boeing Service Bulletin 747–53–2218, 

Revision 4, dated November 9, 1989, as 

the appropriate source of service 

information for doing the specific 

inspections of the lower forward corner 

of the fuselage cutout at MEDs number 

3, and doing any necessary repairs. 

Boeing has also issued Boeing Service 

Bulletin 53–2025, Revision 2, dated 

March 22, 1974. This service bulletin 

describes procedures for reinforcing the 

cutout at MEDs number 3. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other airplanes of this same 

type design. Therefore, we are 

proposing this AD, which would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and Boeing Service Bulletin 747–

53A2512.’’

Although installing a small steel 

doubler at the lower forward corner of 

the cutout at MED number 3 terminates 

the repetitive inspection requirements 

of AD 92–27–04 for that area, 

inspections of that area would again be 

required by this proposed AD. Installing 

a large steel doubler in that area in 

accordance with this proposed AD or in 

accordance with Boeing Service Bulletin 

747–53–2218 would terminate the 

repetitive inspection requirements of 

both AD 92–27–04 and this proposed 

AD for that area. Although AD 92–27–

04 allows installation of a small steel 

doubler, this proposed AD would not 

allow that action after the effective date 

of the proposed AD. 

Differences Between the Proposed AD 

and Boeing Service Bulletin 747–

53A2512 

Boeing Service Bulletin 747–53A2512 

specifies compliance times relative to 

the date of issuance of the service 

bulletin; however, this proposed AD 

would require compliance before the 

specified compliance time after the 

effective date of this AD. 

Boeing Service Bulletin 747–53A2512 

specifies that you may contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require you to 

repair 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. 

Although the Accomplishment 

Instructions of Boeing Service Bulletin 

747–53A2512 describe procedures for 

reporting crack findings to Boeing, this 

proposed AD would not require those 

actions. We do not need this 

information from operators. 

These differences have been 

coordinated with Boeing. 

Clarification of Inspection Language 

Boeing Service Bulletin 747–53A2512 

refers to a ‘‘visual check of the MED 

number 3 cutout to determine if a small, 

large, or no steel doubler is installed.’’

We have determined that the procedures 

in the service bulletin should be 

described as a ‘‘general visual 

inspection.’’ The service bulletin 

includes a definition of this inspection. 

Costs of Compliance 

There are about 710 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS

Action Work 

hours 

Average labor 

rate per hour Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

One-time general visual inspection.1 $65 None ......................................... $65 170 $11,050 

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 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

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

54680 Federal Register / Vol. 70, No. 179 / Friday, September 16, 2005 / Proposed Rules 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD. See the ADDRESSES

section for a location to examine the 

regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Boeing: Docket No. FAA–2005–22426; 

Directorate Identifier 2005–NM–105–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by October 31, 2005. 

Affected ADs 

(b) Installing a large steel doubler at the 

lower forward corner of the fuselage cutout 

at main entry doors (MEDs) number 3 in 

accordance with AD 92–27–04, amendment 

39–8437, terminates the inspection 

requirements of this AD for that area only. 

Applicability 

(c) This AD applies to all Model 747–100, 

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

200C, 747–300, 747–400, 747–400D, and 

747SR series airplanes, certificated in any 

category. 

Unsafe Condition 

(d) This AD was prompted by reports of 

cracks in the skin and bearstrap at the upper 

aft corner and at the lower forward corner of 

the fuselage cutout at MEDs number 3. We 

are issuing this AD to detect and correct 

cracks in the skin, bearstrap, and small steel 

doubler (if installed), which could propagate 

and 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. 

Service Bulletin Reference 

(f) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2512, Revision 1, dated August 11, 

2005. 

Inspection for Steel Doublers 

(g) Prior to the accumulation of 10,000 total 

flight cycles or within 1,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do a general visual inspection 

of the lower forward and upper aft corners 

of the fuselage cutout at MEDs number 3 to 

determine whether a small, a large, or no 

steel doubler is installed, and do the 

applicable action in paragraphs (g)(1) or (g)(2) 

of this AD. Do all actions in accordance with 

the service bulletin. 

(1) If a large steel doubler is installed, or 

if no steel doubler is installed at the lower 

forward cutout, no further action is required 

by this AD for that cutout corner, except the 

requirements of paragraph (m) of this AD 

continue to apply. 

Note 1: Boeing Alert Service Bulletin 747–

53A2512 refers to Boeing Service Bulletin 

747–53–2218, Revision 4, dated November 9, 

1989, as an additional source of service 

information for inspecting airplanes that are 

determined by the inspection required by 

paragraph (g) of this AD to have no steel 

doubler (large or small) installed at the lower 

forward corner of the fuselage cutout at 

MEDs number 3. 

(2) For all doubler configurations except 

those specified in paragraph (g)(1) of this AD, 

do the actions in paragraph (h) of this AD at 

the applicable time in that paragraph. 

Inspections for Cracks, and Related 

Investigative and Corrective Actions 

(h) For the doubler configurations specified 

in paragraph (g)(2) of this AD (except as 

required by paragraph (i) of this AD), at the 

times specified in paragraph 1.E. 

‘‘Compliance’’ of the service bulletin: Do the 

applicable inspections for cracks in the skin 

and bearstrap at the upper aft corner and at 

the lower forward corner of the fuselage 

cutout at MEDs number 3, and do any related 

investigative actions and corrective actions 

before further flight by doing all the actions 

in accordance with the service bulletin. 

Repeat the inspections thereafter at the 

intervals specified in paragraph 1.E, 

‘‘Compliance’’ of the service bulletin. Where 

the service bulletin specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, do the repair using 

a method approved in accordance with the 

procedures specified in paragraph (n) of this 

AD. 

(i) Where the service bulletin specifies 

compliance times relative to the date of 

issuance of the service bulletin, this AD 

requires compliance relative to the effective 

date of this AD. 

Terminating Action 

(j) Installing a large steel doubler in 

accordance with the service bulletin 

terminates the repetitive inspection 

requirements of this AD for the corner of the 

fuselage cutout at MEDs number 3 at which 

the large steel doubler is installed. 

No Reporting Required 

(k) Although the service bulletin 

referenced in this AD specifies to submit 

certain information to the manufacturer, this 

AD does not include that a requirement. 

Actions Done in Accordance With Original 

Issue of Service Bulletin 

(l) Actions done before the effective date of 

this AD in accordance with Boeing Service 

Bulletin 747–53A2512, dated May 5, 2005, 

are acceptable for compliance with the 

requirements with the corresponding actions 

of this AD. 

Parts Installation 

(m) After the effective date of this AD, no 

person may install on any airplane a small 

steel doubler at the lower forward corner of 

the fuselage cutout at MEDs number 3, as 

described in Appendix A of the service 

bulletin. 

Note 2: Although AD 92–27–04, 

amendment 39–8437, has a terminating 

action of installing a small steel doubler in 

accordance with Boeing Service Bulletin 

747–53–2218, Revision 4, dated November 9, 

1989, that action is not allowed after the 

effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle 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) 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. 

Issued in Renton, Washington, on 

September 7, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–18400 Filed 9–15–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF THE TREASURY 

Internal Revenue Service 

26 CFR Part 31 

[REG–104143–05] 

RIN 1545–BE32 

Application of the Federal Insurance 

Contributions Act to Payments Made 

for Certain Services; Correction 

AGENCY: Internal Revenue Service (IRS), 

Treasury. 

ACTION: Correction to notice of proposed 

rulemaking.