38 Federal Register / Vol. 67, No. 1 / Wednesday, January 2, 2002 / Proposed Rules 

(b), and (c) of this AD, do a general visual 

inspection of the tripod struts to determine 

if they have been cut and spliced, per the 

Accomplishment Instructions of the service 

bulletin. 

(1) If the tripod struts have been cut and 

spliced with fewer than six hi-loks, before 

further flight, replace with new, adjustable 

struts, per Figure 1 of the Accomplishment 

Instructions of the service bulletin. 

(2) If the tripod struts have not been cut 

and spliced, or they have been cut and 

spliced with six hi-loks, no further action is 

required by this paragraph. 

Alternative Methods of Compliance 

(e) An alternative method of compliance or 

adjustment of the compliance time that 

provides an acceptable level of safety may be 

used if approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA. 

Operators shall submit their requests through 

an appropriate FAA Principal Maintenance 

Inspector, who may add comments and then 

send it to the Manager, Seattle ACO.

Note 4: Information concerning the 

existence of approved alternative methods of 

compliance with this AD, if any, may be 

obtained from the Seattle ACO.

Special Flight Permit 

(f) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the requirements of this AD 

can be accomplished.

Issued in Renton, Washington, on 

December 26, 2001. 

Ali Bahrami, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 01–32195 Filed 12–31–01; 8:45 am] 

BILLING CODE 4910–39–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2001–NM–34–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200F, 747–300, 

747SP, and 747SR Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This document proposes the 

adoption of a new airworthiness 

directive (AD) that is applicable to 

certain Boeing Model 747–100, 747–

100B, 747–100B SUD, 747–200B, 747–

200F, 747–300, 747SP, and 747SR series 

airplanes. This proposal would require 

one-time inspections for cracking in 

certain upper deck floor beams and 

follow-on actions. This action is 

necessary to find and fix cracking in 

certain upper deck floor beams. Such 

cracking could extend and sever floor 

beams adjacent to the body frame and 

result in rapid depressurization of the 

airplane. This action is intended to 

address the identified unsafe condition.

DATES: Comments must be received by 

February 19, 2002.

ADDRESSES: Submit comments in 

triplicate to the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, ANM–114, 

Attention: Rules Docket No. 2001–NM–

34–AD, 1601 Lind Avenue, SW., 

Renton, Washington 98055–4056. 

Comments may be inspected at this 

location between 9:00 a.m. and 3:00 

p.m., Monday through Friday, except 

Federal holidays. Comments may be 

submitted via fax to (425) 227–1232. 

Comments may also be sent via the 

Internet using the following address: 9-

anm-nprmcomment@faa.gov. Comments 

sent via fax or the Internet must contain 

‘‘Docket No. 2001–NM–34–AD’’ in the 

subject line and need not be submitted 

in triplicate. Comments sent via the 

Internet as attached electronic files must 

be formatted in Microsoft Word 97 for 

Windows or ASCII text. 

The service information referenced in 

the proposed rule may be obtained from 

Boeing Commercial Airplane Group, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT: Rick 

Kawaguchi, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 227–1153; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested persons are invited to 

participate in the making of the 

proposed rule by submitting such 

written data, views, or arguments as 

they may desire. Communications shall 

identify the Rules Docket number and 

be submitted in triplicate to the address 

specified above. All communications 

received on or before the closing date 

for comments, specified above, will be 

considered before taking action on the 

proposed rule. The proposals contained 

in this action may be changed in light 

of the comments received. 

Submit comments using the following 

format: 

• Organize comments issue-by-issue. 

For example, discuss a request to 

change the compliance time and a 

request to change the service bulletin 

reference as two separate issues. 

• For each issue, state what specific 

change to the proposed AD is being 

requested. 

• Include justification (e.g., reasons or 

data) for each request. 

Comments are specifically invited on 

the overall regulatory, economic, 

environmental, and energy aspects of 

the proposed rule. All comments 

submitted will be available, both before 

and after the closing date for comments, 

in the Rules Docket for examination by 

interested persons. A report 

summarizing each FAA-public contact 

concerned with the substance of this 

proposal will be filed in the Rules 

Docket. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

submitted in response to this action 

must submit a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Number 2001–NM–34–AD.’’ The 

postcard will be date-stamped and 

returned to the commenter. 

Availability of NPRMs 

Any person may obtain a copy of this 

NPRM by submitting a request to the 

FAA, Transport Airplane Directorate, 

ANM–114, Attention: Rules Docket No. 

2001–NM–34–AD, 1601 Lind Avenue, 

SW., Renton, Washington 98055–4056. 

Discussion 

The FAA has received reports of 

fatigue cracking on the left and right 

ends of the upper chord of the station 

(STA) 340 upper deck floor beam on 

several Boeing Model 747 series 

airplanes. Also, during fatigue tests on 

a Boeing 747SR test airplane, multiple 

cracks up to 0.3 inch long were found 

in both the left and right ends of the 

upper chord of the STA 340 floor beam. 

On certain Boeing Model 747–100, 747–

100B, 747–100B SUD, 747–200B, 747–

200F, 747–300, 747SP, and 747SR series 

airplanes, the STA 340 upper deck floor 

beam, as well as the floor beam at STA 

360, are made from 7075 aluminum. 

Other upper deck floor beams on these 

models are made from 2024 aluminum, 

which is known to be more durable than 

7075 aluminum against fatigue. 

Cracking of the upper deck floor beam 

at STA 340 or STA 360, if not corrected, 

could extend and sever floor beams 

adjacent to the body frame and result in 

rapid depressurization of the airplane. 

Federal Register / Vol. 67, No. 1 / Wednesday, January 2, 2002 / Proposed Rules 39

Explanation of Relevant Service 

Information 

The FAA has reviewed and approved 

Boeing Alert Service Bulletin 747–

53A2459, dated January 11, 2001, which 

describes procedures for one-time 

detailed visual and open-hole high 

frequency eddy current (HFEC) 

inspections for cracking in the upper 

deck floor beams at STA 340 and STA 

360, and follow-on actions. The followon actions consist of repair of any 

cracking found during the inspections 

or, if no cracking is found, modification 

of the upper deck floor beams. These 

follow-on actions are described below: 

• The repair described in the service 

bulletin is identified as a ‘‘time-limited 

repair’’ and includes removing certain 

fasteners and the existing strap, 

performing open-hole HFEC inspections 

of the chord and web, stop-drilling web 

cracks, replacing the outboard section of 

the web, if necessary, and installing new 

straps. The service bulletin specifies 

that the time-limited repair must be 

replaced with a permanent repair after 

a certain amount of time and that 

operators are to contact Boeing for 

instructions for such permanent repair. 

• The modification described in the 

service bulletin involves removing the 

existing straps, and installing new 

straps. Also, the service bulletin notes 

that, if this modification is not 

accomplished immediately following 

the inspections described previously, 

the inspections must be repeated one 

time, immediately before the 

modification is accomplished. 

The service bulletin also specifies 

accomplishment of repetitive postrepair or post-modification open-hole 

HFEC inspections for cracking of 

fastener holes common to the upper 

chord, reinforcement straps, and the 

body frame; or, alternatively, surface 

HFEC inspections for cracking along the 

lower edge of the upper chord of the 

floor beam at the intersection with the 

body frame. However, the service 

bulletin does not provide detailed 

instructions for these inspections or for 

repairs of any cracking that is found. 

Explanation of Requirements of 

Proposed Rule 

Since an unsafe condition has been 

identified that is likely to exist or 

develop on other products of this same 

type design, the proposed AD would 

require accomplishment of the actions 

specified in the service bulletin 

described previously, except as 

discussed below. 

Differences Between Proposed Rule and 

Service Bulletin 

Operators should note that, although 

the service bulletin specifies that the 

manufacturer may be contacted for 

disposition of certain repair conditions, 

including instructions for a permanent 

repair, if necessary, this proposal would 

require such repairs to be accomplished 

according to a method approved by the 

FAA, or according to data meeting the 

type certification basis of the airplane 

approved by a Boeing Company 

Designated Engineering Representative 

(DER) who has been authorized by the 

Manager, Seattle Aircraft Certification 

Office, to make such findings. 

Also, while the service bulletin 

specifies that instructions for postmodification/repair inspections will be 

included in future revisions of the 

service bulletin, paragraph (d) of the 

proposed AD would require postmodification/repair inspections to be 

done according to a method approved 

by the FAA, or according to data 

meeting the type certification basis of 

the airplane approved by a Boeing 

Company Designated Engineering 

Representative (DER) who has been 

authorized by the Manager, Seattle 

Aircraft Certification Office, to make 

such findings. 

Cost Impact 

There are approximately 539 

airplanes of the affected design in the 

worldwide fleet. The FAA estimates that 

168 airplanes of U.S. registry would be 

affected by this proposed AD. 

It would take approximately 8 work 

hours per airplane to accomplish the 

initial inspections, at the average labor 

rate of $60 per work hour. Based on 

these figures, the cost impact of these 

proposed inspections on U.S. operators 

is estimated to be $80,640, or $480 per 

airplane. 

It would take approximately 24 work 

hours per airplane to accomplish the 

modification or permanent repair, at the 

average labor rate of $60 per work hour. 

Based on these figures, the cost impact 

of the proposed modification or repair 

on U.S. operators is estimated to be 

$241,920 or $1,440 per airplane. 

It would take approximately 8 work 

hours per airplane to accomplish the 

post-modification/repair inspections, at 

the average labor rate of $60 per work 

hour. Based on these figures, the cost 

impact of the proposed postmodification/repair inspections on U.S. 

operators is estimated to be $80,640 or 

$480 per airplane, per inspection cycle. 

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the proposed requirements of this AD 

action, and that no operator would 

accomplish those actions in the future if 

this proposed AD were not adopted. The 

cost impact figures discussed in AD 

rulemaking actions represent only the 

time necessary to perform the specific 

actions actually required by the AD. 

These figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Regulatory Impact 

The regulations proposed herein 

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. Therefore, 

it is determined that this proposal 

would not have federalism implications 

under Executive Order 13132. 

For the reasons discussed above, I 

certify that 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) if 

promulgated, 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. A copy of the draft 

regulatory evaluation prepared for this 

action is contained in the Rules Docket. 

A copy of it may be obtained by 

contacting the Rules Docket at the 

location provided under the caption 

ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety.

The Proposed Amendment 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the Federal Aviation 

Administration proposes to amend part 

39 of the Federal Aviation Regulations 

(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. Section 39.13 is amended by 

adding the following new airworthiness 

directive:

Boeing: Docket 2001–NM–34–AD.

40 Federal Register / Vol. 67, No. 1 / Wednesday, January 2, 2002 / Proposed Rules 

Applicability: Model 747–100, 747–100B, 

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

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

numbers 1 through 810 inclusive; certificated 

in any category; and NOT equipped with a 

nose cargo door.

Note 1: This AD applies to each airplane 

identified in the preceding applicability 

provision, regardless of whether it has been 

modified, altered, or repaired in the area 

subject to the requirements of this AD. For 

airplanes that have been modified, altered, or 

repaired so that the performance of the 

requirements of this AD is affected, the 

owner/operator must request approval for an 

alternative method of compliance in 

accordance with paragraph (e) of this AD. 

The request should include an assessment of 

the effect of the modification, alteration, or 

repair on the unsafe condition addressed by 

this AD; and, if the unsafe condition has not 

been eliminated, the request should include 

specific proposed actions to address it.

Compliance: Required as indicated, unless 

accomplished previously. 

To find and fix cracking in certain upper 

deck floor beams, which could extend and 

sever floor beams adjacent to the body frame 

and result in rapid depressurization of the 

airplane, accomplish the following: 

Inspections 

(a) At the compliance time specified in 

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

applicable, perform one-time detailed visual 

and open-hole high frequency eddy current 

(HFEC) inspections for cracking in the upper 

deck floor beams at station (STA) 340 and 

STA 360, according to Boeing Alert Service 

Bulletin 747–53A2459, dated January 11, 

2001. 

(1) For airplanes with 22,000 or fewer total 

flight cycles as of the effective date of this 

AD: Do the inspections prior to the 

accumulation of 16,000 total flight cycles, or 

within 1,500 flight cycles after the effective 

date of this AD, whichever is later. 

(2) For airplanes with more than 22,000 

total flight cycles as of the effective date of 

this AD: Do the inspections within 500 flight 

cycles after the effective date of this AD.

Note 2: For the purposes of this AD, a 

detailed visual 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.’’

Modification 

(b) If no crack is found during the 

inspections per paragraph (a) of this AD: 

Within 5,000 flight cycles after the initial 

inspections, modify the upper deck floor 

beams at STA 340 and STA 360, according 

to Boeing Alert Service Bulletin 747–

53A2459, dated January 11, 2001. If this 

modification is not accomplished before 

further flight after the inspections required 

by paragraph (a) of this AD, those inspections 

must be repeated one time, immediately 

before accomplishing the modification in this 

paragraph. If any crack is found during these 

repeat inspections, before further flight, 

accomplish paragraph (c)(2) of this AD. 

Repair 

(c) If any crack is found during the 

inspections per paragraph (a) of this AD: 

Before further flight, repair according to 

either paragraph (c)(1) or (c)(2) of this AD. 

(1) Accomplish repairs according to 

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

(i) Accomplish a temporary repair 

(including removing certain fasteners and the 

existing strap, performing open-hole HFEC 

inspections of the chord and web, stopdrilling web cracks, replacing the outboard 

section of the web, if applicable, and 

installing new straps) according to Boeing 

Alert Service Bulletin 747–53A2459, dated 

January 11, 2001; except where the service 

bulletin specifies to contact Boeing for 

appropriate action, repair according to a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; or 

according to data meeting the type 

certification basis of the airplane approved 

by a Boeing Company Designated 

Engineering Representative (DER) who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically reference this AD. AND, 

(ii) Within 18 months or 1,500 flight cycles 

after installation of the temporary repair 

according to paragraph (c)(1)(i) of this AD, 

whichever is first, do paragraph (c)(2) of this 

AD. 

(2) Accomplish a permanent repair 

according to a method approved by the 

Manager, Seattle ACO, or according to data 

meeting the type certification basis of the 

airplane approved by a Boeing Company DER 

who has been authorized by the Manager, 

Seattle ACO, to make such findings. For a 

repair method to be approved by the 

Manager, Seattle ACO, as required by this 

paragraph, the Manager’s approval letter 

must specifically reference this AD.

Note 3: Boeing Alert Service Bulletin 747–

53A2459, dated January 11, 2001, does not 

contain instructions for permanent repairs.

Repetitive Inspections: Post-Modification/

Repair 

(d) Within 15,000 flight cycles after 

modification of the upper deck floor beams 

per paragraph (b) of this AD, or repair of the 

upper deck floor beams per paragraph (c) of 

this AD, as applicable: Perform either openhole HFEC inspections for cracking of 

fastener holes common to the upper chord, 

reinforcement straps, and the body frame; or 

surface HFEC inspections for cracking along 

the lower edge of the upper chord of the floor 

beam at the intersection with the body frame; 

and repeat these inspections at the interval 

specified in paragraph (d)(1) or (d)(2) of this 

AD, as applicable. Perform these inspections 

and repair any cracking found during these 

inspections according to a method approved 

by the Manager, Seattle ACO, or according to 

data meeting the type certification basis of 

the airplane approved by a Boeing Company 

DER who has been authorized by the 

Manager, Seattle ACO, to make such 

findings. For an inspection or repair method 

to be approved by the Manager, Seattle ACO, 

as required by this paragraph, the Manager’s 

approval letter must specifically reference 

this AD. 

(1) If the most recent inspection used the 

surface HFEC method: Repeat the inspection 

within 1,000 flight cycles. 

(2) If the most recent inspection used the 

open-hole HFEC method: Repeat the 

inspection every 3,000 flight cycles.

Note 4: There is no terminating action at 

this time for the repetitive post-modification/

repair inspections according to paragraph (d) 

of this AD, and instructions for these 

inspections are not provided in Boeing Alert 

Service Bulletin 747–53A2459, dated January 

11, 2001.

Alternative Methods of Compliance 

(e) An alternative method of compliance or 

adjustment of the compliance time that 

provides an acceptable level of safety may be 

used if approved by the Manager, Seattle 

ACO. Operators shall submit their requests 

through an appropriate FAA Principal 

Maintenance Inspector, who may add 

comments and then send it to the Manager, 

Seattle ACO.

Note 5: Information concerning the 

existence of approved alternative methods of 

compliance with this AD, if any, may be 

obtained from the Seattle ACO.

Special Flight Permits 

(f) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the requirements of this AD 

can be accomplished.

Issued in Renton, Washington, on 

December 26, 2001. 

Ali Bahrami, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 01–32196 Filed 12–31–01; 8:45 am] 

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2001–NM–205–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2 and A300 B4 Series Airplanes; 

Model A300 F4–605R Airplanes; Model 

A300 B4–600 and A300 B4–600R Series 

Airplanes; and Model A310 Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Supplemental notice of 

proposed rulemaking; reopening of 

comment period.