35356 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 

(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. 

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. 

Initial Inspection 

(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. 

Repetitive Inspection 

(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. 

Installation Prohibition 

(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. 

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 

(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. 

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: 

http://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] 

BILLING CODE 4910–13–P 

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 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 

http://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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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 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 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 http:// 

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 

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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35358 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

Requirement in 

AD 94–12–09 

Corresponding 

requirement in 

this proposed 

AD 

paragraph (a) ..................... paragraph (g). 

paragraph (b) ..................... paragraph (h). 

paragraph (c) ..................... paragraph (i). 

paragraph (d) ..................... paragraph (j). 

paragraph (e) ..................... paragraph (k). 

REVISED PARAGRAPH IDENTIFIERS— 

Continued 

Requirement in 

AD 94–12–09 

Corresponding 

requirement in 

this proposed 

AD 

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

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

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 AD 94– 

12–09).

56 85 0 $4,760 per inspection 

cycle.

7 $33,320 per inspection 

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. 

§ 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 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 failsafe 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. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
35360 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. 

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, 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 

DEPARTMENT OF LABOR 

Occupational Safety and Health 

Administration 

29 CFR Part 1910 

Injury and Illness Prevention Program 

AGENCY: Occupational Safety and Health 

Administration (OSHA), Labor. 

ACTION: Notice of additional stakeholder 

meetings. 

SUMMARY: 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. 

DATES: 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: 

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 

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 

http://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 http://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. 


srobinson on DSKHWCL6B1PROD with PROPOSALS