Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Rules and Regulations 61337 

in NRC RG 1.147, Revision 16, that are 

incorporated by reference in paragraph 

(b) of this section) applied to the 

construction of the particular 

component. 

(ii) Components which are classified 

as ASME Code Class 2 and Class 3 and 

supports for components which are 

classified as ASME Code Class 1, Class 

2, and Class 3 must be designed and be 

provided with access to enable the 

performance of inservice examination of 

these components and must meet the 

preservice examination requirements set 

forth in the editions and addenda of 

Section XI of the ASME Boiler and 

Pressure Vessel Code incorporated by 

reference in paragraph (b) of this 

section) applied to the construction of 

the particular component. 

* * * * * 

(4) * * * 

(i) Inservice examination of 

components and system pressure tests 

conducted during the initial 120-month 

inspection interval must comply with 

the requirements in the latest edition 

and addenda of the Code incorporated 

by reference in paragraph (b) of this 

section on the date 12 months before the 

date of issuance of the operating license 

(or the optional ASME Code cases listed 

in NRC RG 1.147, Revision 16, that are 

incorporated by reference in paragraph 

(b) of this section), subject to the 

conditions listed in paragraph (b) of this 

section. 

(ii) Inservice examination of 

components and system pressure tests 

conducted during successive 120-month 

inspection intervals must comply with 

the requirements of the latest edition 

and addenda of the Code incorporated 

by reference in paragraph (b) of this 

section 12 months before the start of the 

120-month inspection interval (or the 

optional ASME Code cases listed in 

NRC RG 1.147, Revision 16, that are 

incorporated by reference in paragraph 

(b) of this section), subject to the 

conditions listed in paragraph (b) of this 

section. 

* * * * * 

Dated at Rockville, Maryland, this 14th day 

of September 2010. 

For the Nuclear Regulatory Commission. 

Cynthia D. Pederson, 

Acting Director, Office of Nuclear Reactor 

Regulation. 

[FR Doc. 2010–24814 Filed 10–4–10; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1069; Directorate 

Identifier 2009–NM–036–AD; Amendment 

39–16442; AD 2010–20–08] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, and 747SR Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to all Boeing Model 747– 

100, 747–100B, 747–100B SUD, 747– 

200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400D, 747–400F, and 

747SR series airplanes. That AD 

currently requires repetitive inspections 

to find cracking of the web, strap, inner 

chords, and inner chord angle of the 

forward edge frame of the number 5 

main entry door cutouts, and repair, if 

necessary. This new AD requires 

expanding the inspection areas to 

include the frame segment between 

stringers 16 and 23. This AD reinstates 

the repetitive inspections specified 

above for certain airplanes. This AD also 

requires repetitive inspections for 

cracking of repairs. This AD results from 

additional reports of cracks that have 

been found in the strap and inner chord 

of the forward edge frame of the number 

5 main entry door cutouts, between 

stringers 16 and 23. We are issuing this 

AD to detect and correct such cracks. 

This condition, if not corrected, could 

cause damage to the adjacent body 

structure, which could result in 

depressurization of the airplane in 

flight. 

DATES: This AD becomes effective 

November 9, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 9, 2010. 

ADDRESSES: For service information 

identified in this 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

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: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD to supersede 

AD 2001–16–02, amendment 39–12370 

(66 FR 41440, August 8, 2001). The 

existing AD applies to certain Model 

747 series airplanes. That NPRM was 

published in the Federal Register on 

November 20, 2009 (74 FR 60215). That 

NPRM proposed to continue to require 

repetitive inspections to find cracking of 

the web, strap, inner chords, and inner 

chord angle of the forward edge frame 

of the number 5 main entry door cutouts 

between stringers 23 and 31, and repair, 

if necessary. The NPRM also proposed 

to require expanding the inspection 

areas to include the frame segment 

between stringers 16 and 23; reinstating 

the repetitive inspections specified for 

certain airplanes; and adding repetitive 

inspections for cracking of repairs. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Exclude Large Cargo 

Freighters (LCFs) From the AD 

Applicability 

Boeing requests we change the 

applicability in paragraph (c) of the 

NPRM to exclude LCFs. Boeing states 

that during modification into the LCF 

configuration, the 46-section from 

station 1960 to station 2360 was 

removed from the airplane. Boeing also 

states that this segment of the airplane 


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was replaced with a new swing-zone 

and 47-section. 

We agree with Boeing’s request for the 

reason provided by the commenter. We 

have revised paragraph (c) of this AD 

accordingly. 

Request for Clarification of the AD 

Applicability 

An anonymous commenter requests 

that we clarify the applicability of the 

NPRM. The commenter notes that, in 

accordance with paragraph (c) of the 

NPRM, the proposed AD would be 

applicable to Boeing Model 747–400F 

series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 747–53A2450, Revision 

5, dated January 29, 2009. The 

commenter states that after reviewing 

this sentence in light of Revision 5 of 

the service bulletin, it was discovered 

that line number 1399 (i.e. variable 

number RL534) is not affected by Boeing 

Alert Service Bulletin 747–53A2450, 

Revision 5, dated January 29, 2009, and 

therefore is not affected by the proposed 

AD. 

The commenter also notes that 

paragraph (j) of the NPRM states, ‘‘For 

all airplanes: Before the accumulation of 

16,000 total flight cycles * * *’’ The 

commenter states that this sentence is 

confusing for airplane line number 1399 

(i.e. variable number RL534), since this 

airplane is not affected by Boeing Alert 

Service Bulletin 747–53A2450, Revision 

5, dated January 29, 2009. The 

commenter states that this airplane is 

structurally the same as the other 

affected airplanes, and therefore it 

should be affected by the NPRM. 

We disagree with the commenter’s 

remark that line number 1399 is not 

affected by this AD. The ‘‘Effectivity’’ 

paragraph in the Summary section of 

Boeing Alert Service Bulletin 747– 

53A2450, Revision 5, dated January 29, 

2009, specifies ‘‘all 747 airplanes.’’ Also, 

the Note in paragraph 1.A., ‘‘Effectivity,’’ 

of Boeing Alert Service Bulletin 747– 

53A2450, Revision 5, dated January 29, 

2009, specifies that ‘‘airplanes after line 

number 1397 are also affected by this 

service bulletin.’’ We acknowledge there 

may be confusion because the Note in 

paragraph 1.A., ‘‘Effectivity,’’ of Boeing 

Alert Service Bulletin 747–53A2450, 

Revision 5, dated January 29, 2009, also 

states that ‘‘the effectivity list shown 

below is complete for airplanes through 

line number 1397.’’ 

We find that clarification of paragraph 

(c) of this AD is necessary. All Model 

747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200C, 747–200F, 747– 

300, 747–400, 747–400D, 747–400F, and 

747SR series airplanes (line numbers 1 

through 1419 inclusive) are affected by 

this AD except for the airplanes 

mentioned in the previous comment, 

‘‘Request to Exclude Large Cargo 

Freighters (LCF) from the Applicability.’’ 

Line numbers 1420 and subsequent are 

not affected by the identified unsafe 

condition because those line numbers 

correspond to Model 747–8 and 747–8F 

series airplanes, which are still being 

certified and have a different 

configuration than the airplanes 

identified in this AD. 

Request To Update Delegation of 

Authority 

Boeing requests that we change 

Delegation Option Authorization (DOA) 

holder to Boeing Commercial Airplanes 

Organization Designation Authorization 

(ODA). 

We agree with Boeing’s request to 

update the delegation of authority. 

Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA), which replaces 

the previous designation as a Delegation 

Option Authorization (DOA) holder. We 

have revised paragraph (o)(3) of this AD 

to add delegation of authority to Boeing 

Commercial Airplanes ODA to approve 

an alternative method of compliance 

(AMOC) for any repair required by this 

AD. 

We also have revised paragraph (l) of 

this AD to delegate the authority to 

approve an alternative method of 

compliance for any repair required by 

this AD to the Boeing Commercial 

Airplanes ODA rather than a Designated 

Engineering Representative. 

Request To Do Inspections in 

Accordance With the Structural Repair 

Manual (SRM) 

Boeing requests that for any frame 

repaired in accordance with the SRM, 

the inspections also can be done in 

accordance with the SRM. Boeing 

requests that the following sentence be 

added to paragraph (n) of this AD: ‘‘For 

any frame that is repaired in accordance 

with the 747–400 SRM 53–60–15, 

Figure 201, Repair 5, do the inspection, 

including the threshold and intervals in 

accordance with the SRM.’’ 

Boeing states that the SRM was 

designed to add reinforcing steel straps, 

which will reduce the stress level in the 

edge frame and therefore allow an 

increased threshold of 20,000 flight 

cycles after the repair. 

We do not agree with Boeing’s request 

to do the inspections in accordance with 

the SRM. We have not been provided 

with any data to substantiate such a 

request, and further evaluation is 

needed. However, under the provisions 

of paragraph (o)(1) of this AD, we may 

consider requests for approval of an 

AMOC if sufficient data are submitted to 

substantiate that an alternative 

inspection plan would provide an 

acceptable level of safety. We have not 

changed the AD regarding this issue. 

Request To Clarify Paragraph (i) of the 

NPRM 

Northwest Airlines (NWA) requests 

that we clarify paragraph (i) of the 

NPRM. NWA states that it finds 

paragraph (i) of the NPRM to be 

‘‘awkward.’’ NWA states that paragraph 

(g) of the NPRM specifies to use only 

Boeing Alert Service Bulletin 747– 

53A2450, Revision 5, dated January 29, 

2009, after the effective date of the AD. 

NWA states that paragraph (i) of the 

proposed NPRM directs the reader to 

Figure 1 of Boeing Alert Service Bulletin 

747–53A2450, dated May 4, 2000; or 

Revision 1, dated July 6, 2000; and that 

Figure 1 has been deleted from Revision 

5. NWA recommends that paragraph (i) 

of the NPRM be revised to specify: 

‘‘Within 3,000 flight cycles after 

accomplishment of the inspections 

previously specified in Figure 1 of 

Boeing Alert Service Bulletin 747– 

53A2450, dated May 4, 2000, or 

Revision 1, dated July 6, 2000, repeat 

inspections at intervals not to exceed 

3,000 flight cycles as specified in Table 

1 of Boeing Alert Service Bulletin 747– 

53A2450, Revision 5, dated January 29, 

2009.’’ 

We disagree with NWA’s request to 

change paragraph (i) of this AD. For 

clarification, paragraph (g) of this final 

rule restates the inspection 

requirements of AD 2001–16–02, and 

paragraph (i) of this final rule provides 

the repetitive interval for those 

inspections. The compliance times and 

the repetitive inspection intervals for 

the inspections have not changed; 

therefore, using Figure 1 of the service 

bulletin as the reference for the 

compliance time is correct. We have not 

changed the AD in this regard. 

Request To Correct Typographical 

Errors 

All Nippon Airways (ANA) requests 

that certain part numbers be corrected 

in the NPRM. ANA notes that 

paragraphs (h), (i), (j), and (k) of the 

NPRM would require initial and 

repetitive inspections of the STA 2231 

frame, in accordance with Boeing Alert 

Service Bulletin 747–53A2450, Revision 

5, dated January 29, 2009. ANA states 

that it found several typographical 

errors on the code ‘‘K’’ in Figure 7 of this 

service bulletin. ANA asserts that the 

part number of the nut should be 

‘‘BACN10JC3CD,’’ instead of 

‘‘BACB30JC3CD.’’ ANA also states that 

the part number should be 


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‘‘BACN10YR3CD,’’ instead of 

‘‘BACN10YR4CD.’’ ANA states that 

Boeing concurs with this error and that 

Boeing will issue a new information 

notice with the correct information. 

We agree with ANA’s request that the 

part numbers referenced by the 

commenter should be corrected. Since 

the issuance of the NPRM, Boeing has 

issued Service Bulletin Information 

Notice 747–53A2450 IN 04, dated May 

3, 2010, specifying the correct part 

numbers. We have added a new Note 3 

to this AD to reference the correct part 

numbers. 

Request To Correct Editorial Error 

Boeing requests that an editorial error 

be corrected in paragraph (l) of the 

NPRM. Boeing states that the first 

sentence in paragraph (l) of the NPRM 

reads: ‘‘* * * required this AD. * * *’’ 

Boeing states that the word ‘‘by’’ should 

be inserted into the sentence to read: 

‘‘* * * required by this AD. * * *’’ 

We agree with Boeing and have 

corrected the editorial error. We have 

revised paragraph (l) of this AD in this 

regard. 

Explanation of Change Made to This 

AD 

We have revised this AD to identify 

the legal name of the manufacturer as 

published in the most recent type 

certificate data sheet for the affected 

airplane models. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Explanation of Changes to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

There are about 163 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspections (required by 

AD 2001-16-02).

16 ...................................... $85 None ........... $1,360 per inspection 

cycle.

163 $221,680 per inspection 

cycle. 

Inspections (new action) .... 28 depending on airplane 

configuration.

85 None ........... Up to $2,380 per inspection cycle, depending on 

airplane configuration.

163 Up to $387,940 per inspection cycle, depending on airplane configuration. 

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 AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

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

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–12370 (66 

FR 41440, August 8, 2001) and by 

adding the following new airworthiness 

directive (AD): 

2010–20–08 The Boeing Company: 

Amendment 39–16442. Docket No. 

FAA–2009–1069; Directorate Identifier 

2009–NM–036–AD. 

Effective Date 

(a) This AD becomes effective November 9, 

2010. 

Affected ADs 

(b) This AD supersedes AD 2001–16–02, 

Amendment 39–12370. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–100, 747–100B, 747– 

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

747–300, 747–400, 747–400D, 747–400F, and 

747SR series airplanes, certificated in any 

category, having line numbers 1 through 

1419 inclusive; except for Model 747–400 

series airplanes that have been modified into 


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61340 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Rules and Regulations 

the 747–400 large cargo freighter 

configuration. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from additional reports 

of cracks that have been found in the strap 

and inner chord of the forward edge frame of 

the number 5 main entry door cutouts, 

between stringers 16 and 23. Based on these 

reports, we have determined that the frame 

segment between stringers 16 and 23 is also 

susceptible to the unsafe condition. The 

Federal Aviation Administration is issuing 

this AD to detect and correct such cracks. 

This condition, if not corrected, could cause 

damage to the adjacent body structure, which 

could result in depressurization of the 

airplane in flight. 

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 2001– 

16–02, With New Service Information 

Repetitive Inspections for Frame Segment 

Between Stringers 23 and 31 (No 

Terminating Action) 

(g) For airplanes having line numbers 1 

through 1304 inclusive: Inspect the airplane 

for cracks between stringers 23 and 31 per 

Boeing Alert Service Bulletin 747–53A2450, 

Revision 2, including Appendix A, dated 

January 4, 2001; or Boeing Alert Service 

Bulletin 747–53A2450, Revision 5, dated 

January 29, 2009; at the later of the times 

specified in either paragraph (h) or (i) of this 

AD, per Table 1, as follows. After the 

effective date of this AD, use only Revision 

5 of Boeing Alert Service Bulletin 747– 

53A2450, to accomplish the required 

inspection. 

TABLE 1— INSPECTION REQUIREMENTS

Type of inspection Area to inspect 

(1) Detailed Visual ............................................... Strap inner chords forward and aft of the web, and exposed web adjacent to the inner chords 

on station 2231 frame from stringer 23 through 31 per Figure 5 or Figure 6 of the service 

bulletin, as applicable. 

(2) Surface High Frequency Eddy Current 

(HFEC).

Station 2231 inner chord angles at lower main sill interface per Figure 5 or Figure 6 of the 

service bulletin, as applicable. 

(3) Open Hole HFEC ........................................... Station 2231 frame fastener locations per Figures 4 and 7, and either Figure 5 or 6 of the 

service bulletin, as applicable. 

(4) Surface HFEC ................................................ Around fastener locations on station 2231 inner chords from stringer 23 through 31 per Figure 

5 or Figure 6 of the service bulletin, as applicable. 

(5) Low Frequency Eddy Current ........................ Station 2231 frame strap in areas covered by the reveal per Figure 5 or Figure 6 of the service bulletin, as applicable. 

(h) Do the inspections specified in 

paragraph (g) of this AD at the applicable 

times specified in paragraph (h)(1) or (h)(2) 

of this AD. Repeat the inspections at intervals 

not to exceed 3,000 flight cycles. 

(1) Do the inspections per Table 1 of this 

AD at the applicable time specified in the 

logic diagram in Figure 1 of Boeing Alert 

Service Bulletin 747–53A2450, Revision 2, 

including Appendix A, dated January 4, 

2001. Where the compliance time in the logic 

diagram specifies a compliance time 

beginning, ‘‘from receipt of this service 

bulletin,’’ this AD requires that the 

compliance time begin ‘‘after September 12, 

2001 (the effective date of AD 2001–16–02).’’ 

(2) After the effective date of this AD, do 

the inspections per Table 1 of this AD at the 

applicable compliance time specified in 

paragraph 1.E., ‘‘Compliance’’ of the Boeing 

Alert Service Bulletin 747–53A2450, 

Revision 5, dated January 29, 2009. Where 

the compliance time in Boeing Alert Service 

Bulletin 747–53A2450, Revision 2, including 

Appendix A, dated January 4, 2001, specifies 

a compliance time beginning, ‘‘after the date 

on Revision 2 of this service bulletin,’’ this 

AD requires that the compliance time begin 

‘‘after September 12, 2001 (the effective date 

of AD 2001–16–02).’’ 

(i) Within 3,000 flight cycles after 

accomplishment of the inspections specified 

in Figure 1 of Boeing Alert Service Bulletin 

747–53A2450, dated May 4, 2000; or 

Revision 1, dated July 6, 2000; repeat the 

inspections specified in paragraph (g) of this 

AD at intervals not to exceed 3,000 flight 

cycles. 

Note 1: There is no terminating action 

currently available for the inspections 

required by paragraph (g) of this AD. 

Note 2: Where there are differences 

between the AD and Boeing Alert Service 

Bulletin 747–53A2450, the AD prevails. 

New Requirements of This AD 

Additional Repetitive Inspections (For 

Frame Segment Between Stringers 16 and 

23) 

(j) For all airplanes: Before the 

accumulation of 16,000 total flight cycles, or 

within 1,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

a detailed inspection, an open hole high 

frequency eddy current (HFEC) inspection, a 

surface HFEC inspection, and a subsurface 

low frequency eddy current (LFEC) 

inspection for cracking of the forward edge 

frame of the number 5 main entry door 

cutouts, at station 2231, between stringers 16 

and 23; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2450, Revision 5, 

dated January 29, 2009. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. 

Note 3: The part number of the nut for 

fastener code ‘‘K’’ in Figure 7 of Boeing Alert 

Service Bulletin 747–53A2450, Revision 5, 

dated January 29, 2009, should be 

‘‘BACN10JC3CD,’’ instead of 

‘‘BACB30JC3CD.’’ In addition, the part 

number of the optional nut for this fastener 

code should be ‘‘BACN10YR3CD,’’ instead of 

‘‘BACN10YR4CD.’’ 

Repetitive Inspections for Line Numbers 

1305 and On (For Frame Segment Between 

Stringers 23 and 31) 

(k) For airplanes having line numbers 1305 

and on: Before 16,000 total flight cycles or 

within 1,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

a detailed inspection, an open hole HFEC 

inspection, a surface HFEC inspections, and 

a subsurface LFEC inspection for cracking of 

the forward edge frame of the number 5 main 

entry door cutouts, at station 2231, between 

stringers 23 and 31; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2450, Revision 5, 

dated January 29, 2009. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. 

Corrective Action 

(l) If any crack is found during any 

inspection required by this AD, before further 

flight, repair the crack in accordance with a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA; in 

accordance with data meeting the type 

certification basis of the airplane approved 

by the Boeing Commercial Airplanes 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, Seattle ACO, to make those 

findings; or in accordance with Boeing Alert 

Service Bulletin 747–53A2450, Revision 5, 

dated January 29, 2009. For a repair method 

to be approved by the Manager, Seattle ACO, 

as required by this paragraph, the approval 

letter must specifically reference this AD. As 

of the effective date of this AD, repair the 

crack using a method approved in 


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Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Rules and Regulations 61341 

accordance with the procedures specified in 

paragraph (o) of this AD. 

Post-Repair Inspections 

(m) Except as required by paragraph (n) of 

this AD, for airplanes on which the forward 

edge frame of the number 5 main entry door 

cutouts, at station 2231, between stringers 16 

and 31, is repaired in accordance with 

Boeing Alert Service Bulletin 747–53A2450: 

Within 3,000 flight cycles after doing the 

repair or within 1,500 flight cycles after the 

effective date of this AD, whichever occurs 

later, do the detailed, LFEC, and HFEC 

inspections of the repaired area for cracks in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2450, Revision 5, dated January 29, 

2009. If no cracking is found, repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any crack is 

found, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD. Doing the inspections specified in 

paragraph (m) of this AD terminates the 

repetitive inspections required by paragraphs 

(g), (h), (i), (j), and (k) of this AD for the 

repaired area. 

(n) For any frame that is repaired in 

accordance with a method other than the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2450, Revision 5, 

dated January 29, 2009, do the inspection in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (o) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(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-AMOCRequests@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 the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that 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 2001–16–02, 

amendment 39–12370, are approved as 

AMOCs for the corresponding provisions of 

paragraphs (g), (h), (i), and (l) of this AD. 

Material Incorporated by Reference 

(p) You must use Boeing Alert Service 

Bulletin 747–53A2450, Revision 5, dated 

January 29, 2009, to do the actions required 

by this AD, unless the AD specifies 

otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this 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. 

(3) You may review copies of the 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. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 15, 2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–23840 Filed 10–4–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0449; Directorate 

Identifier 2009–SW–38–AD; Amendment 39– 

16456; AD 2010–20–21] 

RIN 2120–AA64 

Airworthiness Directives; Agusta 

S.p.A. (Agusta) Model A109E 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for 

Agusta Model A109E helicopters. This 

AD results from a mandatory continuing 

airworthiness information (MCAI) AD 

issued by the European Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Community. The MCAI AD 

states that after a report of an electrical 

failure, an investigation revealed 

inadequate functioning of the 35 

amperes (Amps) battery bus (BATT 

BUS) circuit breaker that was not within 

design requirements. The actions 

specified in this AD are intended to 

replace the 35 Amps circuit breaker 

with a 50 Amps circuit breaker and 

replace the wires with oversized ones to 

prevent an electrical failure, loss of 

electrical power, and subsequent loss of 

control of the helicopter. 

DATES: This AD becomes effective on 

November 9, 2010. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of November 

9, 2010. 

ADDRESSES: You may get the service 

information identified in this AD from 

Agusta, Via Giovanni Agusta, 520 21017 

Cascina Costa di Samarate (VA), Italy, 

telephone 39 0331–229111, fax 39 

0331–229605/222595, or at http:// 

customersupport.agusta.com/ 

technical_advice.php. 

Examining the Docket: You may 

examine the docket that contains this 

AD, any comments, and other 

information on the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The street 

address for the Docket Operations office 

(telephone (800) 647–5527) is stated in 

the ADDRESSES section of this AD. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

DOT/FAA Southwest Region, Mark 

Wiley, ASW–111, Aviation Safety 

Engineer, Rotorcraft Directorate, 

Regulations and Policy Group, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5114, fax 

(817) 222–5961. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a Notice of Proposed 

Rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the Agusta Model A109E 

helicopters on April 7, 2010. That 

NPRM was published in the Federal 

Register on April 27, 2010 (75 FR 

22043). That NPRM proposed to require 

modifying the fuselage electrical 

installation and the overhead panel 

electrical installation. 

EASA, which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA AD 2009– 

0137, dated June 23, 2009, to correct an 


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