Airworthiness Directives; The Boeing Company Model 747-100, 747-200B, and 747-200F Series Airplanes, 35356-35360 [2010-15054]
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Federal Register / Vol. 75, No. 119 / Tuesday, June 22, 2010 / Proposed Rules
TABLE 1—FIRST STAGE TURBINE DISK S/NS—Continued
Disk P/N
Disk S/N
2–03501–2260 thru 2–03501–2272 inclusive.
2–03501–2274 thru 2–03501–2298 inclusive.
Unsafe Condition
Installation Prohibition
(d) This AD results from our determination
that we need to expand the affected
population to include other disks from the
same heat lot as the failed first stage turbine
disk. We are issuing this AD to prevent
uncontained failure of the first stage turbine
disk and damage to the airplane.
(j) After September 1, 2009, do not approve
for return to service, any engine that has a
first stage turbine disk, P/N 3101520–1 and
P/N 3107079–1, with S/N 2–03501–2299, 2–
03501–2300, 2–03501–2301, 2–03501–2302,
and 2–03501–2304.
(k) After the effective date of this AD, do
not approve for return to service, any engine
that has a first stage turbine disk, P/N
3101520–1 and P/N 3107079–1, and a S/N
listed in Table 1 of this AD, unless that disk
has passed an FPI as specified in paragraph
3.B.(3) through 3.B.(6) of Honeywell
International Inc. ASB TPE331–72–A2156,
dated December 2, 2008.
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.
Removal of First Stage Turbine Disks From
Service
(f) Within 25 flight hours or 25 cycles-inservice (CIS) after September 1, 2009, remove
from service first stage turbine disks, P/N
3101520–1 and P/N 3107079–1, serial
numbers 2–03501–2299, 2–03501–2300, 2–
03501–2301, 2–03501–2302, and 2–03501–
2304.
DEPARTMENT OF TRANSPORTATION
Alternative Methods of Compliance
(l) The Manager, Los Angles Aircraft
Certification Office, FAA, has the authority to
approve alternative methods of compliance
for this AD if requested using the procedures
found in 14 CFR 39.19.
Definition
(g) For first stage turbine disks, P/N
3101520–1 or 3107079–1, that have a S/N
listed in Table 1 of this AD, perform a
fluorescent penetrant inspection (FPI) on the
disk as follows:
(1) For turbine disks with 4,100 or fewer
cycles-since-new (CSN) on the effective date
of this proposed AD, perform an initial FPI
by using paragraph 3.B.(2) through 3.B.(5) of
Honeywell International Inc. Alert Service
Bulletin (ASB) TPE331–72–A2156, dated
December 2, 2008, within 4,500 CSN or at the
next access, whichever occurs first.
(2) For turbine disks with more than 4,100
CSN on the effective date of this proposed
AD, perform an initial FPI by using
paragraph 3.B.(2) through 3.B.(5) of
Honeywell International Inc. ASB TPE331–
72–A2156, dated December 2, 2008, within
400 CIS after the effective date of this
proposed AD or at the next access, whichever
occurs first.
(3) If you find a crack in the disk, remove
the disk from service.
(4) If the disk passes the FPI inspection,
perform a special eddy current inspection
(ECI) by using paragraph 3.B.(6) of
Honeywell International Inc. ASB TPE331–
72–A2156, dated December 2, 2008.
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Initial Inspection
(m) For the purpose of this AD, ‘‘next
access to the first stage turbine disk’’ is
defined as the removal of the second stage
turbine nozzle from the turbine stator
housing.
Repetitive Inspection
BILLING CODE 4910–13–P
Related Information
(n) Contact Joseph Costa, Aerospace
Engineer, Los Angeles Aircraft Certification
Office, FAA, Transport Airplane Directorate,
3960 Paramount Blvd., Lakewood, CA
90712–4137; e-mail: joseph.costa@faa.gov;
telephone (562) 627–5246; fax (562) 627–
5210, for more information about this AD.
(o) Honeywell International Inc. ASB
TPE331–72–A2156, dated December 2, 2008,
pertains to the subject of this AD. Contact
Honeywell International Inc., 111 S. 34th
Street, Phoenix, AZ 85034–2802; Web site:
https://portal.honeywell.com, for a copy of
this service information.
Issued in Burlington, Massachusetts, on
June 16, 2010.
Peter A. White,
Assistant Manager, Engine and Propeller
Directorate, Aircraft Certification Service.
[FR Doc. 2010–15068 Filed 6–21–10; 8:45 am]
(h) Thereafter, perform repetitive FPI and
ECI at each scheduled hot section inspection,
but not to exceed 3,600 hours-since-last
inspection. Use paragraph 3.B.(2) through
3.B.(6) of Honeywell International Inc. ASB
TPE331–72–A2156, dated December 2, 2008.
(i) If you find a crack in the disk, remove
the disk from service.
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0552; Directorate
Identifier 2009–NM–095–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 747–100, 747–200B,
and 747–200F Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: The FAA proposes to
supersede two existing airworthiness
directives (AD) that apply to certain
Model 747–100, 747–200B, and 747–
200F series airplanes. The existing ADs
currently require inspections to detect
fatigue-related skin cracks and corrosion
of the skin panel lap joints in the
fuselage upper lobe, and repair if
necessary. One of the existing ADs, AD
94–12–09, also requires modification of
certain lap joints and inspection of
modified lap joints. The other AD, AD
90–15–06, requires repetitive detailed
external visual inspections of the
fuselage skin at the upper lobe skin lap
joints for cracks and evidence of
corrosion, and related investigative and
corrective actions. This proposed AD
would reduce the maximum interval of
the post-modification inspections, and
adds post-repair inspection
requirements for certain airplanes. This
proposed AD results from reports of
cracking on modified airplanes. We are
proposing this AD to detect and correct
fatigue cracking and corrosion in the
fuselage upper lobe skin lap joints,
which could lead to rapid
decompression of the airplane and
inability of the structure to carry failsafe loads.
DATES: We must receive comments on
this proposed AD by August 6, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
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Federal Register / Vol. 75, No. 119 / Tuesday, June 22, 2010 / Proposed Rules
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 proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1; fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221 or 425–227–1152.
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Examining the AD Docket
You may examine the AD docket on
the Internet at https://
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: Ivan
Li, Aerospace Engineer, Airframe
Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 917–6437;
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–2010–0552; Directorate Identifier
2009–NM–095–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 https://
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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
On July 3, 1990, we issued AD 90–15–
06, Amendment 39–6653 (55 FR 28600,
July 12, 1990), for certain Boeing Model
747–100, 747–200B, and 747–200F
series airplanes. That AD requires
repetitive detailed external visual
inspections of the fuselage skin at the
upper lobe skin lap joints for cracks and
evidence of corrosion, and related
investigative and corrective actions. We
issued that AD to detect and correct
fatigue cracking and corrosion in the
fuselage skins, which could lead to
rapid decompression of the airplane and
inability of the structure to carry failsafe loads.
On June 2, 1994, we issued AD 94–
12–09, Amendment 39–8937 (59 FR
30285, June 13, 1994), for certain Boeing
Model 747–100, 747–200B, and 747–
200F series airplanes. That AD requires
inspections to detect fatigue cracking
and corrosion of the skin panel lap
joints in the fuselage upper lobe, and
repair if necessary. That AD also
requires modification of certain lap
joints and inspections of modified lap
joints. That AD resulted from reports of
cracking, corrosion, and bulging of the
skin lap joints on Boeing Model 747–
100, 747–200B, and 747–200F series
airplanes. We issued that AD to prevent
rapid decompression of the airplane and
the inability of the structure to carry
fail-safe loads.
Actions Since Existing AD Was Issued
Since we issued AD 94–12–09 and AD
90–15–06, Boeing has performed a fleetwide evaluation of the skin panel lap
joints for widespread fatigue damage
(WFD) and determined that the postmodification inspection interval of AD
94–12–09 needs to be reduced. In
addition, lap joints where the upper
(overlapping) skin thickness at the
upper row of fasteners is 0.071 inch or
less need to be further modified to
preclude WFD. WFD of the lap joints
can link up and result in large skin
cracks, and possible rapid in-flight
decompression of the airplane.
Related Rulemaking
We are considering issuing related
rulemaking to address the identified
unsafe condition. The related
rulemaking would refer to Revision 1,
dated April 16, 2009, of Boeing Service
Bulletin 747–53A2463, which is related
to this unsafe condition. That AD would
require further modification of all the
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35357
affected lap joints with an upper skin
thickness of 0.071 inch or less. Once the
modification in accordance with Boeing
Service Bulletin 747–53A2463 is
accomplished, the post-modification
inspections will be accomplished in
accordance with that rule, not this one.
Relevant Service Information
AD 90–15–06 refers to Boeing Service
Bulletin 747–53–2307, dated December
21, 1989, as the appropriate source of
service information for the required
actions specified in that AD. AD 94–12–
09 refers to Boeing Service Bulletin
747–53–2307, Revision 2, dated October
14, 1993, as the appropriate source of
service information for the required
actions specified in that AD. We have
reviewed Boeing Service Bulletin 747–
53–2307, Revision 3, dated April 16,
2009. Boeing Service Bulletin 747–53–
2307, Revision 3, dated April 16, 2009,
reduces the maximum post-modification
inspection interval specified in Boeing
Service Bulletin 747–53–2307, Revision
2, dated October 14, 1993, from 3,000 to
1,000 flight cycles and references a
structural modification for lap joints
where the upper (overlapping) skin
thickness at the upper row of fasteners
is 0.071 inch or less. In addition, Boeing
Service Bulletin 747–53–2307, Revision
3, dated April 16, 2009, specifies a postrepair internal surface high frequency
eddy current (HFEC) inspection of the
skin at any external doubler repairs
greater than 40 inches in length (in the
horizontal direction).
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to develop on
other airplanes of the same type design.
For this reason, we are proposing this
AD, which would supersede AD 90–15–
06 and AD 94–12–09. This proposed AD
does not retain any requirements of AD
90–15–06. This proposed AD would
retain the inspection requirements of
AD 94–12–09 but with reduced
maximum intervals of the postmodification inspections from 3,000
flight cycles to 1,000 flight cycles. In
addition, this proposed AD would
require a post-repair internal surface
HFEC inspection of the skin at any
external doubler repairs greater than 40
inches in length (in the horizontal
direction). This proposed AD would
also require accomplishing the actions
specified in Boeing Service Bulletin
747–53–2307, Revision 3, dated April
16, 2009, described previously, except
as discussed under ‘‘Differences
Between the Proposed AD and Service
Bulletin.’’
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Federal Register / Vol. 75, No. 119 / Tuesday, June 22, 2010 / Proposed Rules
Differences Between the Proposed AD
and Service Bulletin
Boeing Service Bulletin 747–53–2307,
Revision 3, dated April 16, 2009,
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 the Boeing
Commercial Airplanes Organization
Designation Authorization that we have
authorized to make those findings.
Change to Existing AD
This proposed AD would retain the
requirements of AD 94–12–09, and none
of the requirements of AD 90–15–06.
Since AD 94–12–09 was issued, the AD
format has been revised, and certain
paragraphs have been rearranged. As a
result, the corresponding paragraph
identifiers have changed in this
proposed AD, as listed in the following
table:
REVISED PARAGRAPH IDENTIFIERS
Corresponding
requirement in
this proposed
AD
Requirement in
AD 94–12–09
paragraph
paragraph
paragraph
paragraph
paragraph
(a)
(b)
(c)
(d)
(e)
.....................
.....................
.....................
.....................
.....................
paragraph
paragraph
paragraph
paragraph
paragraph
(g).
(h).
(i).
(j).
(k).
REVISED PARAGRAPH IDENTIFIERS—
Continued
Requirement in
AD 94–12–09
paragraph (f) ......................
paragraph (g) .....................
Corresponding
requirement in
this proposed
AD
paragraph (l).
paragraph (m).
Costs of Compliance
There are about 23 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
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Inspection (required by AD
94–12–09).
Modification (required by
AD 94–12–09).
Post-Modification Inspection (required by AD 94–
12–09).
Average
labor rate
per hour
$85
$0
8,160
85
0
56
85
0
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
16:10 Jun 21, 2010
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$17,680 per inspection
cycle.
$693,600 ...........................
7
$4,760 per inspection
cycle.
7
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
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 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.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
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Number of
U.S.-registered
airplanes
Cost per airplane
208
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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Fleet cost
$123,760 per inspection
cycle.
$4,855,200.
$33,320 per inspection
cycle.
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
removing Amendment 39–6653 (55 FR
28600, July 12, 1990), and Amendment
39–8937 (59 FR 30285, June 13, 1994),
and adding the following new AD:
The Boeing Company: Docket No. FAA–
2010–0552; Directorate Identifier 2009–
NM–095–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by August 6, 2010.
Affected ADs
(b) This AD supersedes AD 90–15–06,
Amendment 39–6653; and AD 94–12–09,
Amendment 39–8937.
Applicability
(c) This AD applies to The Boeing
Company Model 747–100, 747–200B, and
747–200F series airplanes, certificated in any
category, as identified in Boeing Service
Bulletin 747–53–2307, Revision 3, dated
April 16, 2009.
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Federal Register / Vol. 75, No. 119 / Tuesday, June 22, 2010 / Proposed Rules
Subject
(d) Air Transport Association (ATA) of
America Code 53: Fuselage.
Unsafe Condition
(e) This AD results from reports of fatigue
cracking. The Federal Aviation
Administration is issuing this AD to detect
and correct fatigue cracking and corrosion in
the fuselage upper lobe skin panel lap joints,
which could lead to the rapid decompression
of the airplane and the inability to carry failsafe loads.
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Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 94–12–
09, With Revised Service Information
Inspection
(g) Within 1,000 flight cycles after July 13,
1994 (the effective date of AD 94–12–09), and
thereafter at the intervals specified in
paragraphs (g)(1), (g)(2), and (g)(3) of this AD,
perform inspections at the upper lobe skin
panel lap joints in accordance with Boeing
Service Bulletin 747–53–2307, Revision 2,
dated October 14, 1993; or Revision 3, dated
April 16, 2009. After the effective date of this
AD, only Revision 3 may be used.
(1) Perform a detailed external visual
inspection to detect cracks and evidence of
corrosion (bulging skin between fasteners,
blistered paint, dished fasteners, popped
rivet heads, or loose fasteners) in accordance
with Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the
effective date of this AD, only Revision 3 may
be used. Repeat that inspection thereafter at
intervals not to exceed 2,000 flight cycles
until the modification required by paragraph
(k) of this AD is accomplished.
(2) Perform a high frequency eddy current
(HFEC) inspection to detect cracks in the skin
at the upper row of fasteners of the skin
panel lap joints forward of body station (BS)
1000 in accordance with Boeing Service
Bulletin 747–53–2307, Revision 2, dated
October 14, 1993; or Revision 3, dated April
16, 2009. After the effective date of this AD,
only Revision 3 may be used. Repeat that
inspection thereafter at intervals not to
exceed 4,000 flight cycles until the
modification required by paragraph (k) of this
AD is accomplished.
(3) Perform a HFEC inspection to detect
cracks in the skin at the upper row of fastener
holes of the skin panel lap joints aft of BS
1480 to 2360 in accordance with Boeing
Service Bulletin 747–53–2307, Revision 2,
dated October 14, 1993; or Revision 3, dated
April 16, 2009. After the effective date of this
AD, only Revision 3 may be used. Repeat that
inspection thereafter at intervals not to
exceed 6,000 flight cycles until the
modification required by paragraph (k) of this
AD is accomplished.
(h) If any crack is found during any
inspection required by paragraph (g) or (l) of
this AD, or if any corrosion is found for
which material loss exceeds 10 percent of the
material thickness, accomplish paragraphs
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(h)(1) and (h)(2) of this AD in accordance
with Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the
effective date of this AD, use only Revision
3.
(1) Prior to further flight, repair any crack
or corrosion found, in accordance with
Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the
effective date of this AD, only Revision 3 may
be used.
(2) Within 18 months after accomplishing
the repair, accomplish the ‘‘full’’ modification
described in Boeing Service Bulletin 747–53–
2307, Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009; for the
remainder of any skin panel lap joint in
which a crack is found, or in which corrosion
is found that exceeds 10 percent of the
material thickness, in accordance with
Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the
effective date of this AD, only Revision 3 may
be used.
(i) If no crack is found during any
inspection required by paragraph (g) of this
AD, but corrosion is found for which the
material loss does not exceed 10 percent of
the material thickness: Accomplish the
actions specified in paragraphs (i)(1) and
(i)(2) of this AD for the entire affected skin
panel lap joint, in accordance with Boeing
Service Bulletin 747–53–2307, Revision 2,
dated October 14, 1993; or Revision 3, dated
April 16, 2009. After the effective date of this
AD, only Revision 3 may be used.
(1) Within 500 flight cycles after
accomplishing the inspection during which
the corrosion was found, and thereafter at
intervals not to exceed 500 flight cycles until
the ‘‘full’’ modification required by paragraph
(i)(2) of this AD is accomplished: Perform a
HFEC inspection to detect cracks of the
corroded skin panel lap joint, in accordance
with Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the
effective date of this AD, only Revision 3 may
be used.
(2) Within 36 months after accomplishing
the inspection during which the corrosion
was found: Accomplish the ‘‘full’’
modification, in accordance with Boeing
Service Bulletin 747–53–2307, Revision 2,
dated October 14, 1993; or Revision 3, dated
April 16, 2009. After the effective date of this
AD, only Revision 3 may be used.
(j) The inspections required by paragraph
(g) of this AD shall be performed by removing
the paint and using an approved chemical
stripper; or by ensuring that each fastener
head is clearly visible.
(k) Except as provided in paragraph (m) of
this AD, prior to the accumulation of 20,000
total flight cycles, or within the next 1,000
flight cycles after July 13, 1994, whichever
occurs later: Accomplish the modification
described in Boeing Service Bulletin 747–53–
2307, Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009; as a ‘‘full’’
modification of the skin panel lap joints at
the locations specified in paragraphs (k)(1)
and (k)(2) of this AD, as applicable, in
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35359
accordance with Boeing Service Bulletin
747–53–2307, Revision 2, dated October 14,
1993; or Revision 3, dated April 16, 2009.
After the effective date of this AD, use only
Revision 3. Accomplishment of this
modification terminates the repetitive
inspection requirements of paragraph (g) of
this AD.
(1) For airplane line numbers 001 through
058, inclusive: Modify the skin panel lap
joints at Stringer 12 (left and right), station
520 to 1,000; and Stringer 19 (left and right),
station 520 to 740.
(2) For airplane line numbers 59 through
200, inclusive: Modify the skin panel lap
joints at Stringer 12 (left and right), station
740 to 1,000; and Stringer 19 (left and right),
station 520 to 740.
(l) For all airplanes: Perform an external
HFEC inspection to detect skin cracks of any
modified skin panel lap joints at the times
specified in paragraphs (1)(1), (1)(2), and
(1)(3) of this AD, as applicable, in accordance
with Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. As of the
effective date of this AD, only Revision 3 may
be used. Repeat that inspection thereafter at
intervals not to exceed 3,000 flight cycles,
except as required by paragraph (n) of this
AD.
(1) For skin panel lap joints on which the
‘‘full’’ modification has been accomplished:
Within 10,000 flight cycles after
accomplishment of that modification.
(2) For skin panel lap joints on which the
‘‘optional’’ (partial) modification has been
accomplished: Within 7,000 flight cycles
after accomplishment of that modification.
(3) For skin panel lap joints having deep
countersink fasteners located at Section 42
on which the ‘‘full’’ modification, as
described in Boeing Service Bulletin 747–53–
2307, dated December 21, 1989, has been
accomplished: Within 5,000 flight cycles
after accomplishment of that modification.
(m) In lieu of the ‘‘full’’ modification
required by paragraph (k) of this AD, the
‘‘optional’’ (partial) modification described in
Boeing Service Bulletin 747–53–2307,
Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009; may be
accomplished for skin panels that have an
outer thickness of 0.090 inches or less, and
that do not have any cracks, corrosion, or an
existing structural repair on the skin panel
lap joint. After the effective date of this AD,
only Revision 3 may be used. The ‘‘optional’’
(partial) modification shall not be
accomplished at deep countersink fastener
locations. Accomplishment of this
modification terminates the repetitive
inspection requirements of paragraph (g) of
this AD.
New Requirements of This AD
Post-Modification Inspection at Reduced
Intervals
(n) Repeat the inspection required by
paragraph (l) of this AD at the earlier of the
times specified in paragraphs (n)(1) and
(n)(2) of this AD. Thereafter, repeat the
inspection at intervals not to exceed 1,000
flight cycles.
(1) Within 3,000 flight cycles after the last
inspection done in accordance with
paragraph (l) of this AD.
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Federal Register / Vol. 75, No. 119 / Tuesday, June 22, 2010 / Proposed Rules
(2) Within 1,000 flight cycles after the last
inspection done in accordance with
paragraph (l) of this AD or 500 flight cycles
after the effective date of this AD, whichever
occurs later.
DEPARTMENT OF LABOR
Post-Repair Inspection for External Doubler
Repair
29 CFR Part 1910
(o) For all airplanes: Do an internal surface
HFEC inspection for cracking of the skin at
any external doubler repairs greater than 40
inches in length (in the horizontal direction)
within 1,000 flight cycles after the effective
date of this AD, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–53–2307, Revision 3,
dated April 16, 2009. Thereafter, perform that
inspection at intervals not to exceed 3,000
flight cycles.
(p) If any cracking is found during any
inspection required by paragraph (o) of this
AD, repair in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–53–2307, Revision 3,
dated April 16, 2009.
Injury and Illness Prevention Program
srobinson on DSKHWCL6B1PROD with PROPOSALS
Alternative Methods of Compliance
(AMOCs)
(q)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. Send information to ATTN: Ivan
Li, Aerospace Engineer, Airframe Branch,
ANM–120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356; telephone
(425) 917–6437; fax (425) 917–6590. Or, email information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov.
(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 principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
(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 Organization
Designation Authorization who has been
authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to
be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously in
accordance with AD 90–15–06, Amendment
39–6653; and AD 94–12–09, Amendment 39–
8937; are approved as AMOCs for the
corresponding provisions of this AD.
Issued in Renton, Washington, on June 16,
2010.
Robert D. Breneman,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2010–15054 Filed 6–21–10; 8:45 am]
BILLING CODE 4910–13–P
VerDate Mar<15>2010
16:10 Jun 21, 2010
Jkt 220001
Occupational Safety and Health
Administration
AGENCY: Occupational Safety and Health
Administration (OSHA), Labor.
ACTION: Notice of additional stakeholder
meetings.
OSHA invites interested
parties to participate in two stakeholder
meetings on Injury and Illness
Prevention Programs, in addition to
those meetings announced on May 4,
2010. OSHA recently conducted two
stakeholder meetings in East Brunswick,
NJ, on June 3, 2010, and in Dallas, TX,
on June 10, 2010. OSHA has closed
registration on a third meeting in
Washington, DC, to be held on June 29,
2010. More stakeholders expressed
interest in participating in the
Washington, DC meeting than could be
accommodated. Therefore, OSHA is
issuing this notice to announce an
additional meeting in Washington, DC,
as well as a meeting in Sacramento, CA.
OSHA plans to use the information
gathered at these meetings in
developing an Injury and Illness
Prevention Program proposed rule. The
discussions will be informal and will
provide the Agency with the necessary
information to develop a rule that will
help employers reduce workplace
injuries and illnesses through a
systematic process that proactively
addresses workplace safety and health
hazards.
SUMMARY:
Dates and locations for the
stakeholder meetings are:
• July 20, 2010, 8:30 a.m. to 4:30
p.m., in Washington, DC.
• August 3, 2010, 8:30 a.m. to 4:30
p.m., in Sacramento, CA.
The deadlines for confirmed registration
at each meeting are July 6, 2010 and July
20, 2010 respectively.
ADDRESSES:
DATES:
I. Registration
Submit your notice of intent to
participate in one of the scheduled
meetings by one of the following
methods:
• Electronic. Register at https://
www2.ergweb.com/projects/
conferences/osha/register-oshaI2P2.htm (follow the instructions
online).
• Facsimile. Fax your request to:
(781) 674–2906, and label it ‘‘Attention:
OSHA Injury and Illness Prevention
PO 00000
Frm 00023
Fmt 4702
Sfmt 4702
Program Stakeholder Meeting
Registration.’’
• Regular mail, express delivery,
hand (courier) delivery, and messenger
service.
Send your request to: Eastern Research
Group, Inc., 110 Hartwell Avenue,
Lexington, MA 02421; Attention: OSHA
Injury and Illness Prevention Program
Stakeholder Meeting Registration.
II. Meetings
Specific information on the location
of each meeting can be found on the
Injury and Illness Prevention Program
Web site at https://www2.ergweb.com/
projects/conferences/osha/register-oshaI2P2.htm
FOR FURTHER INFORMATION CONTACT:
Information regarding this notice is
available from the following sources:
• Press inquiries. Contact Jennifer
Ashley, Director, OSHA Office of
Communications, Room N–3647, U.S.
Department of Labor, 200 Constitution
Avenue, NW., Washington, DC 20210;
telephone: (202) 693–1999.
• General and technical information.
Contact Michael Seymour, OSHA
Directorate of Standards and Guidance,
Room N–3718, U.S. Department of
Labor, 200 Constitution Avenue, NW.,
Washington, DC 20210, telephone: (202)
693–1950.
• Copies of this Federal Register
notice. Electronic copies are available at
https://www.regulations.gov. This
Federal Register notice, as well as news
releases and other relevant information,
also are available on the OSHA Web
page at https://www.osha.gov.
SUPPLEMENTARY INFORMATION:
I. Background
Over the past 30 years, the
occupational safety and health
community has used various names to
describe systematic approaches to
reducing injuries and illnesses in the
workplace. OSHA has voluntary Safety
and Health Management Program
guidelines, consensus and international
standards use the term ‘‘Safety and
Health Management Systems,’’ and
OSHA’s State plan States use terms such
as ‘‘Injury and Illness Prevention
Programs’’ and ‘‘Accident Prevention
Programs.’’ In this notice, OSHA uses
the term ‘‘Injury and Illness Prevention
Programs.’’ Regardless of the title, the
common goal of these approaches is to
help employers reduce workplace
injuries and illnesses through a
systematic process that proactively
addresses workplace safety and health
hazards.
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]]>Agencies
[Federal Register Volume 75, Number 119 (Tuesday, June 22, 2010)]
[Proposed Rules]
[Pages 35356-35360]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-15054]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0552; Directorate Identifier 2009-NM-095-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 747-100, 747-
200B, and 747-200F Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede two existing airworthiness
directives (AD) that apply to certain Model 747-100, 747-200B, and 747-
200F series airplanes. The existing ADs currently require inspections
to detect fatigue-related skin cracks and corrosion of the skin panel
lap joints in the fuselage upper lobe, and repair if necessary. One of
the existing ADs, AD 94-12-09, also requires modification of certain
lap joints and inspection of modified lap joints. The other AD, AD 90-
15-06, requires repetitive detailed external visual inspections of the
fuselage skin at the upper lobe skin lap joints for cracks and evidence
of corrosion, and related investigative and corrective actions. This
proposed AD would reduce the maximum interval of the post-modification
inspections, and adds post-repair inspection requirements for certain
airplanes. This proposed AD results from reports of cracking on
modified airplanes. We are proposing this AD to detect and correct
fatigue cracking and corrosion in the fuselage upper lobe skin lap
joints, which could lead to rapid decompression of the airplane and
inability of the structure to carry fail-safe loads.
DATES: We must receive comments on this proposed AD by August 6, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations,
[[Page 35357]]
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 proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com. You may review copies of the
referenced service information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton, Washington. For information
on the availability of this material at the FAA, call 425-227-1221 or
425-227-1152.
Examining the AD Docket
You may examine the AD docket on the Internet at https://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: Ivan Li, Aerospace Engineer, Airframe
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437;
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-2010-0552;
Directorate Identifier 2009-NM-095-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 https://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
On July 3, 1990, we issued AD 90-15-06, Amendment 39-6653 (55 FR
28600, July 12, 1990), for certain Boeing Model 747-100, 747-200B, and
747-200F series airplanes. That AD requires repetitive detailed
external visual inspections of the fuselage skin at the upper lobe skin
lap joints for cracks and evidence of corrosion, and related
investigative and corrective actions. We issued that AD to detect and
correct fatigue cracking and corrosion in the fuselage skins, which
could lead to rapid decompression of the airplane and inability of the
structure to carry fail-safe loads.
On June 2, 1994, we issued AD 94-12-09, Amendment 39-8937 (59 FR
30285, June 13, 1994), for certain Boeing Model 747-100, 747-200B, and
747-200F series airplanes. That AD requires inspections to detect
fatigue cracking and corrosion of the skin panel lap joints in the
fuselage upper lobe, and repair if necessary. That AD also requires
modification of certain lap joints and inspections of modified lap
joints. That AD resulted from reports of cracking, corrosion, and
bulging of the skin lap joints on Boeing Model 747-100, 747-200B, and
747-200F series airplanes. We issued that AD to prevent rapid
decompression of the airplane and the inability of the structure to
carry fail-safe loads.
Actions Since Existing AD Was Issued
Since we issued AD 94-12-09 and AD 90-15-06, Boeing has performed a
fleet-wide evaluation of the skin panel lap joints for widespread
fatigue damage (WFD) and determined that the post-modification
inspection interval of AD 94-12-09 needs to be reduced. In addition,
lap joints where the upper (overlapping) skin thickness at the upper
row of fasteners is 0.071 inch or less need to be further modified to
preclude WFD. WFD of the lap joints can link up and result in large
skin cracks, and possible rapid in-flight decompression of the
airplane.
Related Rulemaking
We are considering issuing related rulemaking to address the
identified unsafe condition. The related rulemaking would refer to
Revision 1, dated April 16, 2009, of Boeing Service Bulletin 747-
53A2463, which is related to this unsafe condition. That AD would
require further modification of all the affected lap joints with an
upper skin thickness of 0.071 inch or less. Once the modification in
accordance with Boeing Service Bulletin 747-53A2463 is accomplished,
the post-modification inspections will be accomplished in accordance
with that rule, not this one.
Relevant Service Information
AD 90-15-06 refers to Boeing Service Bulletin 747-53-2307, dated
December 21, 1989, as the appropriate source of service information for
the required actions specified in that AD. AD 94-12-09 refers to Boeing
Service Bulletin 747-53-2307, Revision 2, dated October 14, 1993, as
the appropriate source of service information for the required actions
specified in that AD. We have reviewed Boeing Service Bulletin 747-53-
2307, Revision 3, dated April 16, 2009. Boeing Service Bulletin 747-53-
2307, Revision 3, dated April 16, 2009, reduces the maximum post-
modification inspection interval specified in Boeing Service Bulletin
747-53-2307, Revision 2, dated October 14, 1993, from 3,000 to 1,000
flight cycles and references a structural modification for lap joints
where the upper (overlapping) skin thickness at the upper row of
fasteners is 0.071 inch or less. In addition, Boeing Service Bulletin
747-53-2307, Revision 3, dated April 16, 2009, specifies a post-repair
internal surface high frequency eddy current (HFEC) inspection of the
skin at any external doubler repairs greater than 40 inches in length
(in the horizontal direction).
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design. For this reason, we are proposing this AD, which
would supersede AD 90-15-06 and AD 94-12-09. This proposed AD does not
retain any requirements of AD 90-15-06. This proposed AD would retain
the inspection requirements of AD 94-12-09 but with reduced maximum
intervals of the post-modification inspections from 3,000 flight cycles
to 1,000 flight cycles. In addition, this proposed AD would require a
post-repair internal surface HFEC inspection of the skin at any
external doubler repairs greater than 40 inches in length (in the
horizontal direction). This proposed AD would also require
accomplishing the actions specified in Boeing Service Bulletin 747-53-
2307, Revision 3, dated April 16, 2009, described previously, except as
discussed under ``Differences Between the Proposed AD and Service
Bulletin.''
[[Page 35358]]
Differences Between the Proposed AD and Service Bulletin
Boeing Service Bulletin 747-53-2307, Revision 3, dated April 16,
2009, 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 the Boeing Commercial
Airplanes Organization Designation Authorization that we have
authorized to make those findings.
Change to Existing AD
This proposed AD would retain the requirements of AD 94-12-09, and
none of the requirements of AD 90-15-06. Since AD 94-12-09 was issued,
the AD format has been revised, and certain paragraphs have been
rearranged. As a result, the corresponding paragraph identifiers have
changed in this proposed AD, as listed in the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in
Requirement in AD 94-12-09 this proposed AD
------------------------------------------------------------------------
paragraph (a).......................... paragraph (g).
paragraph (b).......................... paragraph (h).
paragraph (c).......................... paragraph (i).
paragraph (d).......................... paragraph (j).
paragraph (e).......................... paragraph (k).
paragraph (f).......................... paragraph (l).
paragraph (g).......................... paragraph (m).
------------------------------------------------------------------------
Costs of Compliance
There are about 23 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
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of
Average U.S.-
Action Work hours labor rate Parts Cost per airplane registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection (required by AD 94-12-09)..... 208 $85 $0 $17,680 per inspection cycle 7 $123,760 per inspection
cycle.
Modification (required by AD 94-12-09)... 8,160 85 0 $693,600.................... 7 $4,855,200.
Post-Modification Inspection (required by 56 85 0 $4,760 per inspection cycle. 7 $33,320 per inspection
AD 94-12-09). cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this 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
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 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.
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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by removing Amendment 39-6653 (55 FR
28600, July 12, 1990), and Amendment 39-8937 (59 FR 30285, June 13,
1994), and adding the following new AD:
The Boeing Company: Docket No. FAA-2010-0552; Directorate Identifier
2009-NM-095-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by August 6,
2010.
Affected ADs
(b) This AD supersedes AD 90-15-06, Amendment 39-6653; and AD
94-12-09, Amendment 39-8937.
Applicability
(c) This AD applies to The Boeing Company Model 747-100, 747-
200B, and 747-200F series airplanes, certificated in any category,
as identified in Boeing Service Bulletin 747-53-2307, Revision 3,
dated April 16, 2009.
[[Page 35359]]
Subject
(d) Air Transport Association (ATA) of America Code 53:
Fuselage.
Unsafe Condition
(e) This AD results from reports of fatigue cracking. The
Federal Aviation Administration is issuing this AD to detect and
correct fatigue cracking and corrosion in the fuselage upper lobe
skin panel lap joints, which could lead to the rapid decompression
of the airplane and the inability to carry fail-safe loads.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 94-12-09, With Revised Service
Information
Inspection
(g) Within 1,000 flight cycles after July 13, 1994 (the
effective date of AD 94-12-09), and thereafter at the intervals
specified in paragraphs (g)(1), (g)(2), and (g)(3) of this AD,
perform inspections at the upper lobe skin panel lap joints in
accordance with Boeing Service Bulletin 747-53-2307, Revision 2,
dated October 14, 1993; or Revision 3, dated April 16, 2009. After
the effective date of this AD, only Revision 3 may be used.
(1) Perform a detailed external visual inspection to detect
cracks and evidence of corrosion (bulging skin between fasteners,
blistered paint, dished fasteners, popped rivet heads, or loose
fasteners) in accordance with Boeing Service Bulletin 747-53-2307,
Revision 2, dated October 14, 1993; or Revision 3, dated April 16,
2009. After the effective date of this AD, only Revision 3 may be
used. Repeat that inspection thereafter at intervals not to exceed
2,000 flight cycles until the modification required by paragraph (k)
of this AD is accomplished.
(2) Perform a high frequency eddy current (HFEC) inspection to
detect cracks in the skin at the upper row of fasteners of the skin
panel lap joints forward of body station (BS) 1000 in accordance
with Boeing Service Bulletin 747-53-2307, Revision 2, dated October
14, 1993; or Revision 3, dated April 16, 2009. After the effective
date of this AD, only Revision 3 may be used. Repeat that inspection
thereafter at intervals not to exceed 4,000 flight cycles until the
modification required by paragraph (k) of this AD is accomplished.
(3) Perform a HFEC inspection to detect cracks in the skin at
the upper row of fastener holes of the skin panel lap joints aft of
BS 1480 to 2360 in accordance with Boeing Service Bulletin 747-53-
2307, Revision 2, dated October 14, 1993; or Revision 3, dated April
16, 2009. After the effective date of this AD, only Revision 3 may
be used. Repeat that inspection thereafter at intervals not to
exceed 6,000 flight cycles until the modification required by
paragraph (k) of this AD is accomplished.
(h) If any crack is found during any inspection required by
paragraph (g) or (l) of this AD, or if any corrosion is found for
which material loss exceeds 10 percent of the material thickness,
accomplish paragraphs (h)(1) and (h)(2) of this AD in accordance
with Boeing Service Bulletin 747-53-2307, Revision 2, dated October
14, 1993; or Revision 3, dated April 16, 2009. After the effective
date of this AD, use only Revision 3.
(1) Prior to further flight, repair any crack or corrosion
found, in accordance with Boeing Service Bulletin 747-53-2307,
Revision 2, dated October 14, 1993; or Revision 3, dated April 16,
2009. After the effective date of this AD, only Revision 3 may be
used.
(2) Within 18 months after accomplishing the repair, accomplish
the ``full'' modification described in Boeing Service Bulletin 747-
53-2307, Revision 2, dated October 14, 1993; or Revision 3, dated
April 16, 2009; for the remainder of any skin panel lap joint in
which a crack is found, or in which corrosion is found that exceeds
10 percent of the material thickness, in accordance with Boeing
Service Bulletin 747-53-2307, Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the effective date of this
AD, only Revision 3 may be used.
(i) If no crack is found during any inspection required by
paragraph (g) of this AD, but corrosion is found for which the
material loss does not exceed 10 percent of the material thickness:
Accomplish the actions specified in paragraphs (i)(1) and (i)(2) of
this AD for the entire affected skin panel lap joint, in accordance
with Boeing Service Bulletin 747-53-2307, Revision 2, dated October
14, 1993; or Revision 3, dated April 16, 2009. After the effective
date of this AD, only Revision 3 may be used.
(1) Within 500 flight cycles after accomplishing the inspection
during which the corrosion was found, and thereafter at intervals
not to exceed 500 flight cycles until the ``full'' modification
required by paragraph (i)(2) of this AD is accomplished: Perform a
HFEC inspection to detect cracks of the corroded skin panel lap
joint, in accordance with Boeing Service Bulletin 747-53-2307,
Revision 2, dated October 14, 1993; or Revision 3, dated April 16,
2009. After the effective date of this AD, only Revision 3 may be
used.
(2) Within 36 months after accomplishing the inspection during
which the corrosion was found: Accomplish the ``full'' modification,
in accordance with Boeing Service Bulletin 747-53-2307, Revision 2,
dated October 14, 1993; or Revision 3, dated April 16, 2009. After
the effective date of this AD, only Revision 3 may be used.
(j) The inspections required by paragraph (g) of this AD shall
be performed by removing the paint and using an approved chemical
stripper; or by ensuring that each fastener head is clearly visible.
(k) Except as provided in paragraph (m) of this AD, prior to the
accumulation of 20,000 total flight cycles, or within the next 1,000
flight cycles after July 13, 1994, whichever occurs later:
Accomplish the modification described in Boeing Service Bulletin
747-53-2307, Revision 2, dated October 14, 1993; or Revision 3,
dated April 16, 2009; as a ``full'' modification of the skin panel
lap joints at the locations specified in paragraphs (k)(1) and
(k)(2) of this AD, as applicable, in accordance with Boeing Service
Bulletin 747-53-2307, Revision 2, dated October 14, 1993; or
Revision 3, dated April 16, 2009. After the effective date of this
AD, use only Revision 3. Accomplishment of this modification
terminates the repetitive inspection requirements of paragraph (g)
of this AD.
(1) For airplane line numbers 001 through 058, inclusive: Modify
the skin panel lap joints at Stringer 12 (left and right), station
520 to 1,000; and Stringer 19 (left and right), station 520 to 740.
(2) For airplane line numbers 59 through 200, inclusive: Modify
the skin panel lap joints at Stringer 12 (left and right), station
740 to 1,000; and Stringer 19 (left and right), station 520 to 740.
(l) For all airplanes: Perform an external HFEC inspection to
detect skin cracks of any modified skin panel lap joints at the
times specified in paragraphs (1)(1), (1)(2), and (1)(3) of this AD,
as applicable, in accordance with Boeing Service Bulletin 747-53-
2307, Revision 2, dated October 14, 1993; or Revision 3, dated April
16, 2009. As of the effective date of this AD, only Revision 3 may
be used. Repeat that inspection thereafter at intervals not to
exceed 3,000 flight cycles, except as required by paragraph (n) of
this AD.
(1) For skin panel lap joints on which the ``full'' modification
has been accomplished: Within 10,000 flight cycles after
accomplishment of that modification.
(2) For skin panel lap joints on which the ``optional''
(partial) modification has been accomplished: Within 7,000 flight
cycles after accomplishment of that modification.
(3) For skin panel lap joints having deep countersink fasteners
located at Section 42 on which the ``full'' modification, as
described in Boeing Service Bulletin 747-53-2307, dated December 21,
1989, has been accomplished: Within 5,000 flight cycles after
accomplishment of that modification.
(m) In lieu of the ``full'' modification required by paragraph
(k) of this AD, the ``optional'' (partial) modification described in
Boeing Service Bulletin 747-53-2307, Revision 2, dated October 14,
1993; or Revision 3, dated April 16, 2009; may be accomplished for
skin panels that have an outer thickness of 0.090 inches or less,
and that do not have any cracks, corrosion, or an existing
structural repair on the skin panel lap joint. After the effective
date of this AD, only Revision 3 may be used. The ``optional''
(partial) modification shall not be accomplished at deep countersink
fastener locations. Accomplishment of this modification terminates
the repetitive inspection requirements of paragraph (g) of this AD.
New Requirements of This AD
Post-Modification Inspection at Reduced Intervals
(n) Repeat the inspection required by paragraph (l) of this AD
at the earlier of the times specified in paragraphs (n)(1) and
(n)(2) of this AD. Thereafter, repeat the inspection at intervals
not to exceed 1,000 flight cycles.
(1) Within 3,000 flight cycles after the last inspection done in
accordance with paragraph (l) of this AD.
[[Page 35360]]
(2) Within 1,000 flight cycles after the last inspection done in
accordance with paragraph (l) of this AD or 500 flight cycles after
the effective date of this AD, whichever occurs later.
Post-Repair Inspection for External Doubler Repair
(o) For all airplanes: Do an internal surface HFEC inspection
for cracking of the skin at any external doubler repairs greater
than 40 inches in length (in the horizontal direction) within 1,000
flight cycles after the effective date of this AD, in accordance
with the Accomplishment Instructions of Boeing Service Bulletin 747-
53-2307, Revision 3, dated April 16, 2009. Thereafter, perform that
inspection at intervals not to exceed 3,000 flight cycles.
(p) If any cracking is found during any inspection required by
paragraph (o) of this AD, repair in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 747-53-2307,
Revision 3, dated April 16, 2009.
Alternative Methods of Compliance (AMOCs)
(q)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Ivan Li, Aerospace Engineer, Airframe Branch, ANM-120S, FAA,
Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton,
Washington 98057-3356; telephone (425) 917-6437; fax (425) 917-6590.
Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(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
Organization Designation Authorization who has been authorized by
the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the repair must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD.
(4) AMOCs approved previously in accordance with AD 90-15-06,
Amendment 39-6653; and AD 94-12-09, Amendment 39-8937; are approved
as AMOCs for the corresponding provisions of this AD.
Issued in Renton, Washington, on June 16, 2010.
Robert D. Breneman,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-15054 Filed 6-21-10; 8:45 am]
BILLING CODE 4910-13-P
