Federal Register / Vol. 75, No. 36 / Wednesday, February 24, 2010 / Proposed Rules 8279 

Commission Secretary, at (202) 694– 

1040, at least 72 hours prior to the 

hearing date. 

On behalf of the Commission, 

Dated: February 18, 2010. 

Matthew S. Petersen, 

Chairman, Federal Election Commission. 

[FR Doc. 2010–3639 Filed 2–23–10; 8:45 am] 

BILLING CODE 6715–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0981; Directorate 

Identifier 2008–NM–073–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: The FAA is revising an earlier 

NPRM for an airworthiness directive 

(AD) that applies to certain Model 747 

airplanes. The original NPRM would 

have superseded an existing AD that 

currently requires repetitive inspections 

of the body station (BS) 2598 bulkhead, 

and corrective actions if necessary. The 

existing AD also currently requires a 

terminating modification for the 

repetitive inspections and a postmodification inspection of the modified 

area. The original NPRM proposed to 

continue to require those actions using 

revised service information. For certain 

airplanes, the original NPRM proposed 

to require new repetitive inspections, an 

interim modification, and post-interim 

modification inspections. For certain 

airplanes, the original NPRM also 

proposed to require replacing any 

previously repaired aft inner chord and 

reinstalling the terminating 

modification. The original NPRM 

resulted from reports of cracked aft 

inner chords on airplanes after certain 

requirements of the existing AD were 

done. This new action revises the 

original NPRM for airplanes that are 

converted to the Model 747–400 large 

cargo freighter (LCF) configuration by 

reducing the threshold and repeat 

intervals of certain post-modification 

inspections. This new action also 

revises the original NPRM for all 

airplanes by proposing that certain 

inspections of the upper aft outer chords 

and diagonal brace attachment fittings, 

flanges, and rods continue after the 

terminating modification. We are 

proposing this supplemental NPRM to 

prevent fatigue cracking of the BS 2598 

bulkhead structure, which could result 

in inability of the structure to carry 

horizontal stabilizer flight loads, and 

loss of controllability of the airplane. 

DATES: We must receive comments on 

this supplemental NPRM by March 22, 

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, 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–2008–0981; Directorate Identifier 

2008–NM–073–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 

We proposed to amend part 39 of the 

Federal Aviation Regulations (14 CFR 

part 39) with a notice of proposed 

rulemaking (NPRM) for an AD (the 

‘‘original NPRM’’) to supersede AD 

2006–05–06, amendment 39–14503 (71 

FR 12125, March 9, 2006). The original 

NPRM applied to certain Model 747 

airplanes. The original NPRM was 

published in the Federal Register on 

September 23, 2008 (73 FR 54751). The 

original NPRM proposed to require 

repetitive inspections of the body 

station (BS) 2598 bulkhead, and 

corrective actions if necessary; and a 

terminating modification for the 

repetitive inspections and a postmodification inspection of the modified 

area. The original NPRM proposed to 

require those actions using revised 

service information. For certain 

airplanes, the original NPRM proposed 

to require new repetitive inspections, an 

interim modification, and post-interim 

modification inspections. For certain 

airplanes, the original NPRM also 

proposed to require replacing any 

previously repaired aft inner chord and 

reinstalling the terminating 

modification. 

Actions Since Original NPRM was 

Issued 

Since we issued the original NPRM, 

Boeing informed us that the compliance 

times of certain post-modification 

inspections need to be revised for Model 

747–400 series airplanes that have been 

modified to operate in a freighter 

configuration. These airplanes are 

referred to as large cargo freighters, or 

LCF. Boeing states that higher operating 


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stresses for the subject structure on the 

Model 747–400 LCF airplanes mean that 

these airplanes need a lower inspection 

threshold and shorter repeat intervals 

than those specified in the original 

NPRM. We agree, and we have revised 

paragraphs (m), (q), and (r) of the 

original NPRM to reduce the threshold 

and repetitive intervals. 

In addition, Boeing informed us that 

for all airplanes certain inspections of 

the upper aft outer chords and diagonal 

brace attachment fittings, flanges, and 

rods need to be continued after the 

terminating modification is 

accomplished. Adding the reinforcing 

modification and replacing the aft inner 

chord as specified in the NPRM does 

not alter the upper aft outer chord and 

diagonal brace attachment fittings, 

flanges, and rods. Therefore, we have 

revised paragraph (q) of the original 

NPRM to specify that certain 

inspections must continue after the 

terminating modification. 

Comments 

We have considered the following 

comments on the original NPRM. 

Request To Revise Costs of Compliance 

Northwest Airlines requests that we 

revise the ‘‘Costs of Compliance’’ section 

of the original NPRM to include 

Boeing’s current cost of the modification 

kit. Northwest Airlines states that the 

current cost is $52,218 rather than the 

$33,716 quoted in the original NPRM. 

We agree that the cost of the 

modification kit has changed. We have 

revised the ‘‘Costs of Compliance’’ 

section of this supplemental NPRM to 

include the new cost of the kit. 

Request To Delay the AD Pending 

Revised Service Information 

All Nippon Airways and Japan 

Airlines request that we delay issuing 

the AD until Boeing revises Alert 

Service Bulletin 747–53A2427 to 

Revision 5 (we referred to Boeing Alert 

Service Bulletin 747–53A2427, Revision 

4, dated March 6, 2008, in the original 

NPRM). All Nippon Airways explains 

that it has discussed several 

discrepancies in Revision 4 with 

Boeing, and that Boeing clarified those 

discrepancies in an information notice 

(IN). All Nippon Airways states that, 

since INs are not approved by the FAA, 

it will be a burden to operators to 

request alternative methods of 

compliance (AMOCs) once the proposed 

rule is mandated. As an alternative, All 

Nippon Airways proposes that we 

include the additional information from 

the IN in the final rule. 

In addition, Boeing has informed us 

that there is a discrepancy in the 

modification drawing specified in 

Boeing Alert Service Bulletin 747– 

53A2427, Revision 4, dated March 6, 

2008. The drawing does not include a 

step to ‘‘zero-time’’ certain existing 

fastener holes in the affected areas. The 

zero-timing is intended to remove any 

undetectable cracks in the affected 

fastener holes. 

We agree that we should refer to the 

most recent service information 

possible. We have reviewed Boeing 

Service Bulletin 747–53A2427, Revision 

5, dated October 1, 2009. The revised 

service information includes the 

information in the IN referred to by the 

commenter (the IN clarifies fastener 

codes and repair instructions) and does 

not require any additional work on 

airplanes on which the inspections, 

interim modification, and repair 

specified in earlier revisions of the 

service bulletin were done. Therefore, 

we have revised paragraphs (i), (j), (o), 

(s), (t), (u), and (v) of this supplemental 

NPRM to refer to Boeing Service 

Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009. We have also 

added new paragraph (w) to the 

supplemental NPRM to give credit for 

doing certain actions in accordance with 

Boeing Alert Service Bulletin 747– 

53A2427, Revision 4, dated March 6, 

2008. 

We have also reviewed Boeing Service 

Bulletin 747–53–2473, Revision 1, dated 

February 20, 2007; and Boeing Alert 

Service Bulletin 747–53A2473, Revision 

2, dated August 28, 2009. We referred to 

Boeing Service Bulletin 747–53–2473, 

dated March 24, 2005, as the 

appropriate source of service 

information for accomplishing the 

required actions specified in paragraph 

(m) of the NPRM. 

Boeing Service Bulletin 747–53–2473, 

Revision 1, dated February 20, 2007, 

retains and clarifies the same 

procedures as in Boeing Service Bulletin 

747–53–2473, dated March 24, 2005, 

and adds procedures to replace repaired 

aft inner chords on certain airplanes on 

which the actions specified in Boeing 

Service Bulletin 747–53–2473, dated 

March 24, 2005, were done. 

Boeing Alert Service Bulletin 747– 

53A2473, Revision 2, dated August 28, 

2009, adds procedures to inspect to 

determine if certain fasteners were 

installed, and to do related investigative 

and corrective actions if necessary, for 

airplanes on which the support frame 

modification specified in Boeing Service 

Bulletin 747–53–2473, dated March 24, 

2005; or Revision 1, dated February 20, 

2007; was done. The related 

investigative actions include an openhole high frequency eddy current 

(HFEC) inspection of the fastener holes 

of a certain type of fastener for cracks, 

and a review of maintenance records to 

verify that an open-hole HFEC 

inspection was performed at certain 

other fastener holes and the holes were 

zero-timed. For airplanes on which the 

holes were not zero-timed, the service 

bulletin specifies an HFEC inspection of 

the holes for cracks, and corrective 

actions if necessary. Boeing Alert 

Service Bulletin 747–53A2473, Revision 

2, dated August 28, 2009, also adds 

procedures to do post-modification 

inspections. 

We have revised paragraph (m) of this 

supplemental NPRM to refer to Boeing 

Service Bulletin 747–53–2473, Revision 

1, dated February 20, 2007; and Boeing 

Alert Service Bulletin 747–53A2473, 

Revision 2, dated August 28, 2009. We 

have revised paragraph (q) of this 

supplemental NPRM to refer to Boeing 

Alert Service Bulletin 747–53A2473, 

Revision 2, dated August 28, 2009. 

We have also revised paragraphs (n) 

and (r) of this supplemental NPRM to 

refer to Boeing Alert Service Bulletin 

747–53A2473, Revision 2, dated August 

28, 2009, for the post-modification 

inspections. 

Explanation of Change to Paragraph (r) 

of This Supplemental NPRM 

Boeing Alert Service Bulletin 747– 

53A2473, Revision 2, dated August 28, 

2009, also adds procedures for postmodification inspections. In paragraph 

(r) of the NPRM, we specified doing a 

post-modification inspection for 

cracking and repair of any crack, in 

accordance with a method approved by 

the FAA. Because Boeing Service 

Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009, specifies doing 

support frame post-modification 

inspections, we have revised paragraph 

(r) of this supplemental NPRM to refer 

to that service bulletin. The support 

frame post-modification inspections 

consist of the following inspections 

specified in Parts 1, 2, and 3 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2473, 

Revision 2, dated August 28, 2009. 

The ‘‘Part 1—Support Frame 

Inspections’’ include the following 

inspections: 

• A detailed inspection for cracking 

of the support frame and access cut-out 

forward and aft sides at station 2598. 

• A surface HFEC inspection for 

cracking of the lower floor support 

chord at station 2598. 

• A low frequency eddy current 

(LFEC) inspection for cracking of the 

support frame outer chord at station 

2598. 

• A surface and open-hole HFEC 

inspection for cracking of the support 


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frame outer chord and fitting at station 

2598. 

• An ultrasonic or surface HFEC 

inspection for cracking of the support 

frame outer chord at station 2598. 

The ‘‘Part 2—Hinge Support 

Inspection’’ is an open-hole HFEC 

inspection for cracking in the back-up 

fittings, frame support fitting and hinge 

fitting at station 2598. 

The ‘‘Part 3—Support Frame 

Inspections’’ include the following 

inspections: 

• Detailed inspections for cracking of 

the frame web around the periphery of 

the aft inner chord and the entire 

modified support frame. 

• Surface HFEC inspections for 

cracking in the upper forward inner 

chord, aft inner chord, upper splice 

fitting, lower forward inner chord, and 

frame support fitting, lower splice 

fitting, hinge frame support fitting. 

• An LFEC or open-hole HFEC for 

cracking in the upper aft inner chord. 

• Ultrasonic inspections for cracking 

in the upper and lower forward inner 

chord and frame support fitting. 

• A surface HFEC inspection for 

cracking of the frame web. 

• An LFEC for cracking in the aft 

outer chord. 

If any cracking is found, the service 

bulletin specifies the corrective action 

as contacting Boeing for repair data and 

doing the repair. 

Boeing Alert Service Bulletin 747– 

53A2473, Revision 2, dated August 28, 

2009, specifies that the initial 

compliance times for doing support 

frame post-modification inspections 

ranges between within 1,500 flight 

cycles after doing the modification to 

within 20,000 flight cycles after doing 

the modification, depending on the 

inspection and airplane configuration. 

The service bulletin specifies that the 

repetitive interval for the support frame 

post-modification inspections ranges 

between 1,000 flight cycles and 6,000 

flight cycles, depending on the 

inspection. 

Explanation of New Compliance Time 

for Certain Airplanes in Paragraph (m) 

of This Supplemental NPRM 

For airplanes that are modified as 

specified in paragraph (m) of the 

supplemental NPRM and are converted 

to the Model 747–400 Large Cargo 

Freighter (LCF) configuration, the 

repetitive inspection specified in 

paragraph (k)(2) of this AD must be 

done thereafter at intervals not to 

exceed 1,800 flight cycles. We have 

revised paragraph (m) of this AD 

accordingly. 

Clarification of Compliance Time 

We have revised paragraph (q)(2) of 

this supplemental NPRM to specify that 

the applicable related investigative and 

corrective actions must be done before 

further flight, as specified in Boeing 

Alert Service Bulletin 747–53A2473, 

Revision 2, dated August 28, 2009. 

Explanation of Change Made to 

Paragraph (x)(3) of This Supplemental 

NPRM 

Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA), which replaces 

their previous designation as a 

Delegation Option Authorization (DOA) 

holder. We have revised paragraph 

(x)(3) 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. 

Explanation of Added/Removed 

Paragraphs in the Supplemental NPRM 

We have added a new paragraph (d) 

to this supplemental NPRM to provide 

the Air Transport Association (ATA) of 

America subject code for this proposed 

AD. This code is added to make this 

supplemental NPRM parallel with other 

new AD actions. We have re-identified 

subsequent paragraphs accordingly. 

Paragraph (n) of the original NPRM 

indicates that, after the effective date of 

the AD, Boeing Alert Service Bulletin 

747–53A2427, Revision 4, dated March 

6, 2008, must be used to accomplish the 

requirements of paragraphs (h) and (i) of 

the original NPRM (i.e., paragraphs (i) 

and (j) of this supplemental NPRM). We 

have removed paragraph (n) of the 

original NPRM, and have referred to 

Boeing Service Bulletin 747–53A2427, 

Revision 5, dated October 1, 2009, in 

paragraphs (i) and (j) of this 

supplemental NPRM. 

Explanation of Additional Change to 

‘‘Costs of Compliance’’ Paragraph 

We have revised the ‘‘Costs of 

Compliance’’ section to clarify which 

costs are retained from AD 2006–05–06 

and which costs are new in this 

supplemental NPRM. 

Explanation of Changes Made to the 

Manufacturer Name 

We have revised this supplemental 

NPRM to identify the legal name of the 

manufacturer as published in the most 

recent type certificate data sheet for the 

affected airplane models. 

FAA’s Determination and Proposed 

Requirements of the Supplemental 

NPRM 

We are proposing this supplemental 

NPRM because we evaluated all 

pertinent information and determined 

an unsafe condition exists and is likely 

to exist or develop on other products of 

the same type design. Certain changes 

described above expand the scope of the 

original NPRM. As a result, we have 

determined that it is necessary to reopen 

the comment period to provide 

additional opportunity for the public to 

comment on this supplemental NPRM. 

Costs of Compliance 

There are about 998 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. The 

average labor rate is $80 per work hour. 

ESTIMATED COSTS

Action Work 

hours Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Surface HFEC inspections (required by AD 2006-05-06) and 

open-hole HFEC inspections 

(new proposed action).

2 None $160, per inspection cycle ........... 162 $25,920, per inspection cycle. 

Detailed inspections (required by 

AD 2006-05-06).

2 None $160, per inspection cycle ........... 162 $25,920, per inspection cycle. 

Terminating modification (partially 

required by AD 2006-05-06; additional modification actions in 

this new proposed action).

126 $52,218 $62,298 ........................................ 162 $10,092,276. 


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8282 Federal Register / Vol. 75, No. 36 / Wednesday, February 24, 2010 / Proposed Rules 

ESTIMATED COSTS—Continued 

Action Work 

hours Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Interim modification (new proposed action).4 4,000 $4,320 .......................................... 162 $699,840. 

Replacement of previously repaired aft inner chords (new 

proposed action).

2 None $160 ............................................. 162 $25,920. 

Support Frame upper Corner 

Fastener Inspection (new proposed action).

8 None $640 ............................................. 162 $103,680. 

Post-modification inspection (new 

proposed action).

4 None $320 ............................................. 162 $51,840. 

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 supplemental NPRM 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–14503 (71 

FR 12125, March 9, 2006) and adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2008–0981; Directorate Identifier 2008– 

NM–073–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by March 22, 2010. 

Affected ADs 

(b) This AD supersedes AD 2006–05–06, 

Amendment 39–14503. 

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, 

747SR, and 747SP series airplanes, 

certificated in any category, line numbers 1 

though 1307 inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of cracked 

aft inner chords on airplanes after certain 

requirements of the existing AD were done. 

We are issuing this AD to prevent fatigue 

cracking of the body station (BS) 2598 

bulkhead structure, which could result in 

inability of the structure to carry horizontal 

stabilizer flight loads, and loss of 

controllability of the airplane. 

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 2006– 

05–06 

Repetitive High Frequency Eddy Current 

(HFEC) Inspections of the Bulkhead Frame 

Supports 

(g) Before the accumulation of 10,000 total 

flight cycles, or within 1,000 flight cycles 

after August 16, 2001 (the effective date of 

AD 2001–14–07, amendment 39–12318, 

which was superseded by AD 2006–05–06), 

whichever occurs later: Do an open-hole 

HFEC inspection to find cracking of the 

bulkhead frame support under the hinge 

support fittings of the horizontal stabilizer on 

the left and right sides at BS 2598, in 

accordance with Figure 2 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2449, Revision 1, 

dated May 24, 2001; or Revision 2, dated 

March 14, 2002. Repeat the inspection after 

that at intervals not to exceed 3,000 flight 

cycles. Inspections accomplished before 

August 16, 2001, per Boeing Alert Service 

Bulletin 747–53A2449, dated June 8, 2000, 

are considered acceptable for compliance 

with the applicable inspection specified in 

this paragraph. 

Repair of Any Cracked Bulkhead Frame 

Support 

(h) If any cracking is found during any 

inspection required by paragraph (g) of this 

AD, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (x) of this 

AD. 


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Repetitive Inspections of Inner Chords, 

Frame Support Fitting, and Splice Fitting 

(i) Do a surface HFEC inspection of the 

forward and aft inner chords, the frame 

support, and the splice fitting of the forward 

inner chord of the upper corners of the 

station 2598 bulkhead to find cracking, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2427, Revision 2, dated October 5, 

2000; Revision 3, dated September 27, 2001; 

or Boeing Service Bulletin 747–53A2427, 

Revision 5, dated October 1, 2009; at the 

latest of the times specified in paragraphs 

(i)(1) and (i)(2) of this AD, as applicable. 

Repeat the inspection after that at intervals 

not to exceed 1,500 flight cycles. After the 

effective date of this AD, Boeing Service 

Bulletin 747–53A2427, Revision 5, dated 

October 1, 2009, must be used. 

(1) For airplanes having line numbers 1 

through 1241 inclusive: 

(i) Before the accumulation of 6,000 total 

flight cycles. 

(ii) Within 500 flight cycles after August 

28, 2001 (the effective date of AD 2001–15– 

03, amendment 39–12337, which was 

superseded by AD 2006–05–06). 

(iii) For airplanes inspected before August 

28, 2001, in accordance with Boeing Alert 

Service Bulletin 747–53A2427, dated 

December 17, 1998 (including inspections of 

the splice fitting); or Revision 1, dated 

October 28, 1999: Within 1,500 flight cycles 

after accomplishment of the last inspection 

done in accordance with the original service 

bulletin or Revision 1, as applicable. 

(2) For airplanes having line numbers 1242 

through 1307 inclusive: 

(i) Before the accumulation of 16,000 total 

flight cycles. 

(ii) Within 500 flight cycles after August 

28, 2001. 

(iii) For airplanes inspected before August 

28, 2001, in accordance with Boeing Alert 

Service Bulletin 747–53A2427, dated 

December 17, 1998 (including inspections of 

the splice fitting), or Revision 1, dated 

October 28, 1999: Within 1,500 flight cycles 

after accomplishment of the last inspection 

done in accordance with Boeing Alert 

Service Bulletin 747–53A2427, dated 

December 17, 1998; or Revision 1, dated 

October 28, 1999, as applicable. 

Repair of Any Cracked Inner Chord, Frame 

Support, or Splice Fitting 

(j) If any cracking is found during the 

inspections required by paragraph (i) of this 

AD, before further flight, repair in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2427, 

Revision 2, dated October 5, 2000; Revision 

3, dated September 27, 2001; or Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009. After the effective 

date of this AD, Boeing Service Bulletin 747– 

53A2427, Revision 5, dated October 1, 2009, 

must be used. Where Boeing Alert Service 

Bulletin 747–53A2427, Revision 2, dated 

October 5, 2000; Revision 3, dated September 

27, 2001; or Boeing Service Bulletin 747– 

53A2427, Revision 5, dated October 1, 2009; 

specifies that the manufacturer may be 

contacted for disposition of certain repair 

conditions, before further flight, repair using 

a method approved in accordance with the 

procedures specified in paragraph (x) of this 

AD. 

Repetitive Detailed Inspections of BS 2598 

Bulkhead 

(k) Before the accumulation of 10,000 total 

flight cycles, or within 1,000 flight cycles 

after October 27, 2003 (the effective date of 

AD 2003–19–08, amendment 39–13311, 

which was superseded by AD 2006–05–06), 

whichever is later: Do a detailed inspection 

of the BS 2598 bulkhead for discrepancies 

(cracking, elongated fastener holes) of the 

areas specified in paragraphs (k)(1) and (k)(2) 

of this AD, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2467, dated July 26, 

2001; or Revision 1, dated April 28, 2005. 

Repeat the inspections after that at intervals 

not to exceed 3,000 flight cycles, except as 

required by paragraph (m) of this AD. Doing 

the modification specified in paragraph (m) 

or (q) of this AD terminates the inspection of 

the area specified in paragraph (k)(1) of this 

AD. 

(1) The lower aft inner chords. 

(2) The upper aft outer chords, and the 

diagonal brace attachment fittings, flanges, 

and rods. 

Note 1: For the purposes of this AD, a 

detailed inspection is ‘‘an intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirrors magnifying 

lenses, etc. may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’ 

Repair of Any Cracked BS 2598 Bulkhead 

(l) If any discrepancy is found during any 

inspection required by paragraph (k) of this 

AD: Before further flight, repair in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2467, dated July 26, 2001; or 

Revision 1, dated April 28, 2005. If the 

service bulletin specifies to contact Boeing 

for appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (x) of this AD. 

Terminating Modification With New 

Compliance Time for Certain Airplanes for 

the Inspection Specified in Paragraph (k)(2) 

of This AD 

(m) Except as provided by paragraph (q) of 

this AD: Before the accumulation of 20,000 

total flight cycles, or within 48 months after 

April 13, 2006 (the effective date of AD 

2006–05–06), whichever occurs later, modify 

the bulkhead by doing all applicable actions 

including surface and open-hole HFEC 

inspections for cracking of the upper forward 

inner chords, aft inner chords, upper splice 

fittings, and frame support fittings, as 

specified in the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

53–2473, dated March 24, 2005; Revision 1, 

dated February 20, 2007; or Boeing Alert 

Service Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009. Repair any cracks 

before further flight, in accordance with 

Boeing Service Bulletin 747–53–2473, dated 

March 24, 2005; Revision 1, dated February 

20, 2007; or Boeing Alert Service Bulletin 

747–53A2473, Revision 2, dated August 28, 

2009. Where Boeing Service Bulletin 747– 

53–2473, dated March 24, 2005; Revision 1, 

dated February 20, 2007; or Boeing Alert 

Service Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009 specifies that the 

manufacturer may be contacted for 

disposition of certain repair conditions: 

Before further flight, repair the cracks using 

a method approved in accordance with the 

procedures specified in paragraph (x) of this 

AD. Accomplishment of the modification 

terminates the requirements of paragraphs 

(g), (i), and (k)(1) of this AD. After the 

effective date of this AD, Boeing Alert 

Service Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009 must be used for the 

actions specified in this paragraph. For 

airplanes that are converted to the Model 

747–400 Large Cargo Freighter (LCF) 

configuration, repeat the inspection specified 

in paragraph (k)(2) of this AD thereafter at 

intervals not to exceed 1,800 flight cycles. 

Post-Modification Inspection and Repair 

(n) Except as provided by paragraphs (q) 

and (r) of this AD: Within 20,000 flight cycles 

after doing the modification required by 

paragraph (m) of this AD, inspect the BS 

2598 bulkhead for cracks, and repair any 

cracks before further flight, in accordance 

with a method approved by the Manager, 

Seattle Aircraft Certification Office (ACO). 

New Requirements of This AD 

Terminating Repair for Repetitive Surface 

HFEC Inspections 

(o) As of the effective date of this AD, 

accomplishing the aft inner chord repair 

required by paragraph (j) of this AD in 

accordance with the applicable structural 

repair manual (SRM) specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009, ends the repetitive 

surface HFEC inspections required by 

paragraph (i) of this AD for that side of the 

bulkhead only. 

Replacement of Previously Repaired Aft 

Inner Chord and Reinstallation of 

Terminating Modification 

(p) For airplanes on which the terminating 

modification required by paragraph (m) of 

this AD has been done in accordance with 

Boeing Service Bulletin 747–53–2473, dated 

March 24, 2005: Within 1,500 flight cycles 

after doing the modification, or within 1,000 

flight cycles after the effective date of this 

AD, whichever occurs later, do a one-time 

general visual inspection for repairs installed 

previously on the left and right side aft inner 

chords. For airplanes with previously 

installed repairs, before further flight, do 

rework (i.e., replace any previously repaired 

aft inner chord with a new aft inner chord 

and reinstall the terminating modification), 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. 


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Revised Terminating Modification 

(q) Doing the applicable modification 

required by paragraph (q)(1) or (q)(2) of this 

AD at the applicable time terminates the 

requirements of paragraph (m) of this AD and 

the repetitive inspections required by 

paragraphs (g), (i), and (k)(1) of this AD. For 

airplanes that are converted to the Model 

747–400 LCF configuration, the inspection 

specified in paragraph (k)(2) of this AD must 

be repeated thereafter at intervals not to 

exceed 1,800 flight cycles. 

(1) For airplanes on which the terminating 

modification required by paragraph (m) of 

this AD has not been done as of the effective 

date of this AD: Before the accumulation of 

20,000 total flight cycles, or within 18 

months after the effective date of this AD, 

whichever occurs later, modify the bulkhead, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2473, Revision 2, dated August 28, 

2009; except that where Boeing Alert Service 

Bulletin 747–53A2473, Revision 2, dated 

August 28, 2009, specifies to contact Boeing 

for modification data, the modification data 

must be approved in accordance with the 

procedures specified in paragraph (x) of this 

AD and the modification must be done 

within the times specified in this paragraph. 

(2) For airplanes on which the terminating 

modification required by paragraph (m) of 

this AD has been done in accordance with 

Boeing Service Bulletin 747–53–2473, dated 

March 24, 2005; or Revision 1, dated 

February 20, 2007; as of the effective date of 

this AD: Within 1,000 flight cycles after the 

effective date of this AD, or within 1,500 

flight cycles after doing the modification, 

whichever occurs later, do a general visual 

inspection of the applicable areas specified 

in paragraphs (q)(2)(i) and (q)(2)(ii) of this AD 

to determine if certain fasteners are installed, 

and, before further flight, do all applicable 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2473, Revision 2, dated August 28, 

2009; except where Boeing Alert Service 

Bulletin 747–53A2473, Revision 2, dated 

August 28, 2009, specifies to contact Boeing 

for repair or rework data, the data must be 

approved in accordance with the procedures 

specified in paragraph (x) of this AD and the 

repair or rework must be done before further 

flight. 

(i) For airplanes modified in accordance 

with Boeing Service Bulletin 747–53–2473, 

dated March 24, 2005: Inspect the upper 

forward inner chord, frame support fitting, 

and splice fitting. 

(ii) For airplanes modified in accordance 

with Boeing Service Bulletin 747–53–2473, 

Revision 1, dated February 20, 2007: Inspect 

the frame web and upper shear deck aft side; 

and the upper forward inner chord, frame 

support fitting, and splice fitting. 

Post-Modification Inspection and Repair 

(r) For airplanes on which the terminating 

modification has been done in accordance 

with paragraph (m) or (q) of this AD: Perform 

post-modification inspections of the BS 2598 

bulkhead for cracking, in accordance with 

Parts 1, 2, and 3 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2473, Revision 2, dated August 28, 

2009. Do the inspections at the applicable 

times specified in Tables 6 through 9 of 

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

Service Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009; except where the 

service bulletin specifies a compliance time 

after the date of the service bulletin, this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. If any cracking is found during any 

inspection required by this paragraph, before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (x) of this AD. Repeat 

the inspections thereafter at the applicable 

times specified in Tables 6 through 9 of 

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

Service Bulletin 747–53A2473, Revision 2, 

dated August 28, 2009. Accomplishing the 

applicable inspections required by this 

paragraph terminates the requirements of 

paragraph (n) of this AD. 

Open-Hole HFEC Inspection(s) and 

Terminating Repair 

(s) For airplanes on which the terminating 

modification required by paragraph (m) or (q) 

of this AD has not been done: Do an initial 

open-hole HFEC inspection to detect cracks 

in the bulkhead splice fitting, frame support 

fitting, and forward and aft inner chords on 

the left and right sides of the BS 2598 

bulkhead, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009. Do the initial 

inspection at the applicable time specified in 

Table 1 or 3 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Service Bulletin 747–53A2427, 

Revision 5, dated October 1, 2009; except 

where Boeing Service Bulletin 747–53A2427, 

Revision 5, dated October 1, 2009, specifies 

a compliance time after the date on the 

service bulletin, this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(1) If no crack is detected, repeat the openhole HFEC inspection thereafter at intervals 

not to exceed 1,500 flight cycles. 

(2) If any crack is detected, before further 

flight, repair it in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009; except where Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009, specifies to contact 

Boeing for appropriate action, before further 

flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (x) of this AD. 

Accomplishing the aft inner chord repair in 

accordance with the applicable structural 

repair manual (SRM) specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009, ends the repetitive 

surface and open-hole HFEC inspections 

required by paragraphs (i) and (s)(1), 

respectively, of this AD for that side of the 

bulkhead only. 

Interim Modification 

(t) For Group 1 airplanes, as identified in 

Boeing Service Bulletin 747–53A2427, 

Revision 5, dated October 1, 2009, on which 

the SRM repair required by paragraph (j) or 

(s)(2) of this AD has not been done; and on 

which the terminating modification required 

by paragraph (m) or (q) of this AD has not 

been done: Before the accumulation of 12,000 

total flight cycles, or within 1,500 flight 

cycles after the effective date of this AD, 

whichever occurs later, install the interim 

modification for the aft inner chords, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

53A2427, Revision 5, dated October 1, 2009. 

Accomplishing the interim modification ends 

the repetitive surface and open-hole HFEC 

inspections required by paragraphs (i) and 

(s)(1), respectively, of this AD. 

Post-Interim Modification/Repair Repetitive 

Surface and Open-Hole HFEC Inspections 

(u) For airplanes on which the interim 

modification required by paragraph (t) of this 

AD has been done or the SRM repair required 

by paragraph (j) or (s)(2) of this AD has been 

done; and on which the terminating 

modification required by paragraph (m) or (q) 

of this AD has not been done: At the 

applicable times specified in Table 1, 2, or 

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

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009, do a surface HFEC 

inspection to detect cracks on the forward 

side (unmodified area) of the bulkhead, and 

open-hole and surface HFEC inspections to 

detect cracks in the modified or repaired 

area, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2427, Revision 5, 

dated October 1, 2009. Repeat the open-hole 

and surface HFEC inspections thereafter at 

intervals not to exceed 1,500 flight cycles, 

until the modification required by paragraph 

(q) of this AD is done, as applicable; except 

that for airplanes on which the repair of any 

cracked aft inner chord has been done on 

only one side of the bulkhead in accordance 

with the applicable SRM as required by 

paragraph (j) or (s)(2) of this AD, the 

repetitive surface and open-hole HFEC 

inspections required by paragraphs (i) and 

(s)(1), respectively, of this AD must continue 

to be done for the other side of the bulkhead. 

Repair of Any Cracked Inner Chord, Splice 

Fitting, or Frame Support Fitting 

(v) If any crack is detected during any 

surface or open-hole HFEC inspection 

required by paragraph (u) of this AD, before 

further flight, repair any cracked inner chord, 

splice fitting, or frame support fitting, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

53A2427, Revision 5, dated October 1, 2009; 

except where Boeing Service Bulletin 747– 

53A2427, Revision 5, dated October 1, 2009, 

specifies to contact Boeing for appropriate 

action, before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (x) of 

this AD. 

Actions Accomplished According to Previous 

Issue of Service Bulletin 

(w) Inspections, interim modification, and 

repairs accomplished before the effective 

date of this AD in accordance with Boeing 

Alert Service Bulletin 747–53A2427, 

Revision 4, dated March 6, 2008, are 


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considered acceptable for compliance with 

the corresponding action specified 

paragraphs (i), (j), (s), (t), (u), and (v) of this 

AD. 

Alternative Methods of Compliance (AMOCs) 

(x)(1) The Manager, Seattle 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 ACO, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6437; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-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 

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 2006–05–06 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Issued in Renton, Washington, on February 

11, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–3542 Filed 2–23–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2010–0054; Airspace 

Docket No. 10–ASO–11] 

Establishment of Class D Airspace, 

Modification of Class E Airspace; 

Columbus, GA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

establish Class D airspace and modify 

existing Class E airspace at Columbus 

Metropolitan Airport, Columbus, GA. A 

decrease in air traffic volume at the 

airport has made it necessary to 

downgrade controlled airspace for the 

safety and management of Instrument 

Flight Rules (IFR) and Visual Flight 

Rules (VFR) operations. 

DATES: Comments must be received on 

or before April 12, 2010. 

ADDRESSES: Send comments on this 

proposal to: U.S. Department of 

Transportation, Docket Operations, 

West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590–0001; 

Telephone: 1–800–647–5527; Fax: 202– 

493–2251. You must identify the Docket 

Number FAA–2010–0054; Airspace 

Docket No. 10–ASO–11, at the 

beginning of your comments. You may 

also submit and review received 

comments through the Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Melinda Giddens, Airspace Specialist, 

Operations Support Group, Eastern 

Service Center, Air Traffic Organization, 

Federal Aviation Administration, P.O. 

Box 20636, Atlanta, Georgia 30320; 

telephone (404) 305–5610. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested persons are invited to 

comment on this rule by submitting 

such written data, views, or arguments, 

as they may desire. Comments that 

provide the factual basis supporting the 

views and suggestions presented are 

particularly helpful in developing 

reasoned regulatory decisions on the 

proposal. Comments are specifically 

invited on the overall regulatory, 

aeronautical, economic, environmental, 

and energy-related aspects of the 

proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA 

2010–0054; Airspace Docket No. 10– 

ASO–11) and be submitted in triplicate 

to the Docket Management System (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2010–0054; Airspace 

Docket No. 10–ASO–11.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

All communications received before 

the specified closing date for comments 

will be considered before taking action 

on the proposed rule. The proposal 

contained in this notice may be changed 

in light of the comments received. A 

report summarizing each substantive 

public contact with FAA personnel 

concerned with this rulemaking will be 

filed in the docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded from and 

comments submitted through http:// 

www.regulations.gov. Recently 

published rulemaking documents can 

also be accessed through the FAA’s Web 

page at http://www.faa.gov/ 

airports_airtraffic/air_traffic/ 

publications/airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see the 

ADDRESSES section for address and 

phone number) between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal Holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Eastern Service Center, Federal Aviation 

Administration, Room 210, 1701 

Columbia Avenue, College Park, Georgia 

30337. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, to request a copy of 

Advisory Circular No. 11–2A, Notice of 

Proposed Rulemaking Distribution 

System, which describes the application 

procedure. 

The Proposal 

The FAA is considering an 

amendment to Title 14, Code of Federal 

Regulations (14 CFR) part 71 to establish 

Class D airspace and modify existing 

Class E airspace at Columbus, GA. Due 

to a decrease in air traffic volume at 

Columbus Metropolitan Airport a less 

restrictive Class D airspace would be 

established with specific dates and 

times established in advance by a Notice 

to Airmen. The existing Class E surface 

area would be modified to be coincident 

with the newly established Class D 

airspace. The existing Class E airspace 

extending upward from 700 feet above 

the surface would be modified for the 

safety and management of IFR 

operations. Lawson Army Airfield, 

Columbus, GA, would be removed from 

the Class E2 and E5 airspace 

description, and would be reestablished under separate rulemaking. 

Class D airspace designations, Class 

E2 surface airspace designations and 

Class E5 designations are published in 

Paragraphs 5000, 6002 and 6005, 

respectively, of FAA Order 7400.9T, 

signed August 27, 2009, and effective 

September 15, 2009, which is 

incorporated by reference in 14 CFR 


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