Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 38995 

one-time detailed] inspection of the torque 

link apex joint [for correct installation and 

damage, and corrective actions if necessary] 

and replacement of the torque link apex nut. 

The corrective actions include re-installing 

parts that are not correctly installed and 

replacing damaged parts. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) For Model CL–600–2C10 airplanes, S/ 

Ns 10003 through 10223 inclusive; and 

Model CL–600–2D15 and Model CL–600– 

2D24 airplanes, S/Ns 15001 through 15035 

inclusive, 15038, 15039, and 15042: Within 

900 flight hours after the effective date of this 

AD, perform a one-time detailed inspection 

and all applicable corrective actions on the 

torque link apex joint, in accordance with 

Part A of the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–32–019, 

Revision A, dated September 18, 2008, 

except as provided by paragraph (f)(5) of this 

AD. Do all applicable corrective actions 

before further flight. 

(2) For Model CL–600–2C10 airplanes, S/ 

Ns 10003 through 10239 inclusive; and 

Model CL–600–2D15 and CL–600–2D24 

airplanes, S/Ns 15001 through 15057 

inclusive: Within 4,500 flight hours after the 

effective date of this AD, replace or rework 

the apex nut, in accordance with Part B of 

the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–32–019, 

Revision A, dated September 18, 2008. 

(3) As of the effective date of this AD, no 

person may install, on any airplane, a 

replacement MLG shock strut assembly 

identified in paragraph (f)(3)(i) or (f)(3)(ii) of 

this AD, unless it has been reworked in 

accordance with Part B of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–32–019, Revision A, 

dated September 18, 2008. 

(i) Part number (P/N) 49000–11 through 

49000–22 inclusive, and with a serial number 

in the range of S/N 0001 through 0284 

inclusive (the serial number can start with 

‘‘MA,’’ ‘‘MAL,’’ or ‘‘MA-’’). 

(ii) P/N 49050–5 through 49050–10 

inclusive, and with a serial number in the 

range of S/N 1001 through 1114 inclusive 

(the serial number can start with ‘‘MA,’’ 

‘‘MAL,’’ or ‘‘MA-’’). 

(4) Inspections, corrective actions, 

replacements, and rework accomplished 

before the effective date of this AD in 

accordance with Bombardier Service Bulletin 

670BA–32–019, dated March 16, 2006, are 

considered acceptable for compliance with 

the corresponding actions specified in this 

AD. 

(5) The inspections specified in paragraph 

(f)(1) of this AD are not required if the actions 

specified in paragraph (f)(2) of this AD have 

already been accomplished; or if Bombardier 

Repair Engineering Order 670–32–11–0022, 

dated October 22, 2005; or Goodrich Service 

Concession Request SCR 0056–05, dated 

October 22, 2005; has been incorporated. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York 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: Pong 

Lee, Aerospace Engineer, Airframe and 

Mechanical Systems Branch, ANE–171, FAA, 

New York Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, New 

York 11590; telephone (516) 228–7324; fax 

(516) 794–5531. 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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

(h) Special Flight Permits: Special flight 

permits, as described in Section 21.197 and 

Section 21.199 of the Federal Aviation 

Regulations (14 CFR 21.197 and 21.199), are 

not allowed. 

Related Information 

(i) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–20, dated May 1, 2009; 

and Bombardier Service Bulletin 670BA–32– 

019, Revision A, dated September 18, 2008; 

for related information. 

Issued in Renton, Washington, on July 28, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18731 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0682; Directorate 

Identifier 2008–NM–200–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–300, 747–400, 

747SR, and 747SP Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

Boeing Model 747 airplanes. The 

existing AD currently requires repetitive 

inspections for cracking, and repair as 

necessary, of lower lobe body frames 

(sections 42 and 46) of the fuselage. The 

existing AD also provides for optional 

modification of the frames, which 

terminates the repetitive inspections. 

This proposed AD would require 

additional repetitive inspections for 

cracking of certain fuselage frames, and 

corrective actions if necessary. This 

proposed AD would also revise the AD 

applicability. This proposed AD results 

from a new report of a crack found in 

a body frame with a tapered side guide 

bracket at fuselage station 1800, located 

on the left side between stringers 39 and 

40; the frame was severed. We are 

proposing this AD to detect and correct 

the loss of structural integrity of the 

fuselage, which could result in rapid 

depressurization of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 21, 

2009. 

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. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
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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–2009–0682; Directorate Identifier 

2008–NM–200–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 August 4, 1986, we issued AD 86– 

18–01, amendment 39–5390 (51 FR 

28691, August 11, 1986), for certain 

Boeing Model 747 airplanes. That AD 

requires repetitive inspections for 

cracking, and repair as necessary, of 

lower lobe body frames (sections 42 and 

46) of the fuselage. That AD also 

provides for optional modification of 

the frames, which terminates the 

repetitive inspections. That AD resulted 

from a finding of numerous body frame 

cracks in the lower lobe of the fuselage. 

We issued that AD to prevent failure of 

the structure, which could lead to rapid 

decompression of the airplane. 

Actions Since Existing AD was Issued 

Since we issued AD 86–18–01, we 

received a report of a crack found in a 

body frame with a tapered side guide 

bracket at fuselage station 1800. The 

body frame was located on the left side 

between stringers 39 and 40 and was 

severed. Investigation revealed that 

frames with tapered side guide brackets 

and frames with the optional 

terminating action incorporated are also 

susceptible to cracking. As a result, we 

have determined that additional 

inspections are necessary, as specified 

in the service information described 

below. In addition, we have determined 

that it is necessary to revise the AD 

applicability to include the affected 

frames on certain other airplanes, as 

specified in the service information 

described below. 

Other Related Rulemaking 

On February 16, 2006, we issued AD 

2006–05–02, amendment 39–14499 (71 

FR 10605, March 2, 2006), for all Boeing 

Model 747–200F, 747–200C, 747–400, 

747–400D, and 747–400F series 

airplanes. That AD requires repetitive 

inspections for cracking of certain 

fuselage internal structure, and repair if 

necessary. That AD resulted from 

fatigue tests and analysis that identified 

areas of the fuselage where fatigue 

cracks can occur. We issued that AD to 

prevent loss of the structural integrity of 

the fuselage, which could result in rapid 

depressurization of the airplane. 

On September 26, 2005, we issued AD 

2005–20–30, amendment 39–14327 (70 

FR 59252, October 12, 2005), for certain 

Boeing Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–300, 747SP, 

and 747SR series airplanes. That AD 

supersedes an existing AD and requires 

repetitive inspections to detect cracks in 

various areas of the fuselage internal 

structure, and repair if necessary. That 

AD also requires repetitive inspections 

of additional areas of the fuselage 

internal structure, and related 

investigative/corrective actions if 

necessary. That AD also removes certain 

requirements from the existing AD. That 

AD resulted from fatigue testing of the 

fuselage structure of a Boeing Model 

747SR series airplane. We issued that 

AD to prevent the loss of the structural 

integrity of the fuselage, which could 

result in rapid depressurization of the 

airplane. 

The inspections specified in this 

proposed AD are not necessary on 

airplanes on which the repetitive 

inspections have been done in 

accordance with AD 2005–20–30 and 

AD 2006–05–02. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–53A2749, dated 

September 25, 2008. The service 

bulletin describes procedures for a 

detailed inspection for cracking of the 

inner chord and vertical web of the left 

and right side body frames from fuselage 

stations 1500 to 1800, stringers 39 to 40; 

and corrective actions if necessary. The 

corrective action is repairing any crack 

found. 

For airplanes that have accumulated 

22,000 total flight cycles or more, the 

service bulletin specifies that no work is 

necessary. Those airplanes are being 

inspected per the requirements of AD 

2005–20–30 or AD 2006–05–02, as 

applicable. 

For all other airplanes, the 

compliance time for the detailed 

inspection for cracking of the inner 

chord and vertical web is before the 

accumulation of 10,000 total flight 

cycles, or 10,000 flight cycles after 

installation of a tapered strap, or within 

a specified grace period. The grace 

period is either 2,000 flight cycles after 

the date on the service bulletin or 3,000 

flight cycles after the most recent 

inspection, depending on the airplane 

configuration and inspection status. 

The service bulletin specifies 

repeating the inspection every 3,000 

flight cycles until the accumulation of 

22,000 total flight cycles. 

The service bulletin also includes 

doing a detailed inspection for cracks in 

any existing repair and the adjacent 

structure, and corrective actions if 

necessary. The service bulletin also 

provides for optional installation of a 

tapered strap if no crack is found, which 

extends the repetitive inspection 

interval. 

The service bulletin specifies doing 

the detailed inspection of the repair 

within 3,000 flight cycles or 10,000 

flight cycles after the repair was done, 

depending on whether a tapered strap is 

installed. The service bulletin also 

specifies repeating the inspection every 

3,000 flight cycles until the 

accumulation of 22,000 total flight 

cycles. 


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The service bulletin also recommends 

as a corrective action contacting Boeing 

before further flight for repair 

instructions if cracking is found on the 

installed repair, tapered strap, or 

adjacent structure. 

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 

airplanes of the same type design. For 

this reason, we are proposing this AD, 

which would supersede AD 86–18–01 

and would retain the requirements of 

the existing AD. This proposed AD 

would also require accomplishing the 

actions specified in Boeing Alert Service 

Bulletin 747–53A2749, dated September 

25, 2008, described previously. 

Change to Existing AD 

This proposed AD would retain the 

requirements of AD 86–18–01. Since AD 

86–18–01 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 

86–18–01 

Corresponding 

requirement in 

this proposed 

AD 

Paragraph A ........................ Paragraph (g). 

Paragraph B ........................ Paragraph (h). 

Paragraph C ........................ Paragraph (i). 

Paragraph D ........................ Paragraph (j). 

Costs of Compliance 

There are about 237 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 

Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspections (required by AD 86– 

18–01).

370 $80 $29,600, per inspection cycle ... 112 $3,315,200, per inspection 

cycle. 

Additional inspections (new proposed action).6 80 $480, per inspection cycle ........ 87 $41,760, 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 39–5390 (51 FR 

28691, August 11, 1986), and adding the 

following new AD: 

Boeing: Docket No. FAA–2009–0682; 

Directorate Identifier 2008–NM–200–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by September 21, 2009. 

Affected ADs 

(b) This AD supersedes AD 86–18–01. 

Applicability 

(c) This AD applies to Boeing Model 747– 

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

747–300, 747–400, 747SR, and 747SP series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

747–53A2749, dated September 25, 2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from a report of a crack 

found in a body frame with a tapered side 

guide bracket at fuselage station 1800, 

located on the left side between stringers 39 

and 40; the frame was severed. The Federal 

Aviation Administration is issuing this AD to 

detect and correct the loss of structural 

integrity of the fuselage, which could result 

in rapid depressurization 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. 


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38998 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 

Restatement of Requirements of AD 86–18– 

01, with Revised Service Information 

Repetitive Inspections 

(g) For airplanes listed in Boeing Alert 

Service Bulletin 747–53A2237, Revision 1, 

dated March 28, 1986: Perform a detailed 

visual inspection for frame cracking from 

fuselage section 540 to 760, and 1820 to 

1900, stringers 35 left to 42 left, in 

accordance with Section III of Boeing Alert 

Service Bulletin 747–53A2237, Revision 1, 

dated March 28, 1986. Do the inspection at 

the time specified in paragraph (g)(1), (g)(2), 

or (g)(3) of this AD, as applicable. If any crack 

is found, repair in accordance with a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA, or using a 

method approved in accordance with the 

procedures specified in paragraph (p) of this 

AD. Repeat the inspection at intervals not to 

exceed 3,000 landings until the terminating 

action specified in paragraph (g)(4) or (k) of 

this AD is performed. 

(1) Within 300 landings for airplanes that 

have accumulated more than 12,000 landings 

on September 17, 1986 (the effective date of 

AD 86–18–01, amendment 39–5390). 

(2) Within 800 landings for airplanes that 

have accumulated 10,000 to 12,000 landings 

on September 17, 1986. 

(3) Within 800 landings or prior to the 

accumulation of 10,000 landings, whichever 

occurs later, for airplanes that have 

accumulated less than 10,000 landings on 

September 17, 1986. 

(4) Modification of the frames before the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 747–53A2237, 

Revision 1, dated March 28, 1986, constitutes 

terminating action for the repetitive 

inspections required by paragraph (g) of this 

AD. 

(h) For airplanes listed in Boeing Alert 

Service Bulletin 747–53A2259, Revision 1, 

dated April 18, 1986: Perform a visual 

inspection of cargo side guide support 

brackets from fuselage station 1500 to 1800, 

right and left hand side, for a proper 

machined taper in accordance with Section 

III of Boeing Alert Service Bulletin 747– 

53A2259, Revision 1, dated April 18, 1986. 

Do the inspection at the time specified in 

paragraph (h)(1), (h)(2), or (h)(3) of this AD, 

as applicable. If any cargo side guide support 

bracket is improperly tapered, perform a 

detailed visual inspection of the frame area 

adjacent to the untapered bracket for cracking 

in accordance with Boeing Alert Service 

Bulletin 747–53A2259, Revision 1, dated 

April 18, 1986. If any crack is found, repair 

in accordance with a method approved by 

the Manager, Seattle Aircraft Certification 

Office (ACO), FAA, or using a method 

approved in accordance with the procedures 

specified in paragraph (p) of this AD. Repeat 

the detailed visual inspection at intervals not 

to exceed 3,000 landings until the 

terminating action specified in paragraph 

(h)(4) of this AD is performed. 

Accomplishment of the inspections required 

by paragraph (k) of this AD terminates the 

inspections required by this paragraph. 

(1) Within 300 landings for airplanes that 

have accumulated more than 12,000 landings 

on September 17, 1986 (the effective date of 

AD 86–18–01, amendment 39–5390). 

(2) Within 800 landings for airplanes that 

have accumulated 10,000 to 12,000 landings 

on September 17, 1986. 

(3) Within 800 landings or prior to the 

accumulation of 10,000 landings, whichever 

occurs later, for airplanes that have 

accumulated less than 10,000 landings on 

September 17, 1986. 

(4) Installation of a tapered strap adjacent 

to the affected brackets before the effective 

date of this AD in accordance with Boeing 

Alert Service Bulletin 747–53A2259, 

Revision 1, dated April 18, 1986, constitutes 

terminating action for the repetitive 

inspections required by paragraph (h) of this 

AD. 

(i) For Boeing Model 747SR airplanes only, 

based on continued mixed operation of cabin 

pressure differentials, the initial inspection 

thresholds and reinspection intervals 

specified in AD 86–18–01 may be multiplied 

by a 1.2 adjustment factor. This provision is 

not applicable to paragraphs (k), (m), and (n) 

of this AD. 

(j) For the purposes of complying with AD 

86–18–01, the number of landings may be 

determined to equal the number of 

pressurization cycles where the cabin 

pressure differential was greater than 2.0 

pounds per square inch. This provision is not 

applicable to paragraphs (k), (m), and (n) of 

this AD. 

New Requirements of this AD 

Repetitive Inspections 

(k) For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2749, dated 

September 25, 2008, that have accumulated 

22,000 or fewer total flight cycles as of the 

effective date of this AD: Do initial and 

repetitive detailed inspections for frame 

cracking from fuselage body stations 1500 to 

1800, stringers 39 to 40, by doing all the 

actions specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2749, dated September 25, 2008, 

except as required by paragraph (l) of this 

AD. Do the inspections and corrective actions 

at the times specified in paragraph 1.E. of 

Boeing Alert Service Bulletin 747–53A2749, 

dated September 25, 2008, except as required 

by paragraphs (m) and (n) of this AD. 

Accomplishment of the inspections required 

by this paragraph terminates the inspections 

required by paragraph (h) of this AD. 

Exceptions to Service Bulletin Procedures 

(l) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 747–53A2749, dated 

September 25, 2008, 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 (p) of this AD. 

(m) Where Boeing Alert Service Bulletin 

747–53A2749, dated September 25, 2008, 

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. 

(n) Where Boeing Alert Service Bulletin 

747–53A2749, dated September 25, 2008, 

specifies a compliance time related to 

accomplishing an action ‘‘as given in Boeing 

Service Bulletin 747–53A2259,’’ this AD 

requires compliance within the specified 

compliance time after the applicable 

compliance time required by paragraph (h) of 

this AD. 

Terminating Action 

(o) Accomplishing the repetitive frame 

inspections required by AD 2006–05–02, 

amendment 39–14499, or AD 2005–20–30, 

amendment 39–14327, terminates the 

inspections required by paragraphs (g), (h), 

and (k) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(p)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to Attn: Ivan Li, 

Aerospace Engineer, Airframe Branch, ANM– 

120S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6437; fax (425) 917–6590; or, e-mail 

information to 9–ANM–Seattle-ACO–AMOC– 

Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) AMOCs approved previously in 

accordance with paragraph (A) of AD 86–18– 

01, are approved as alternative methods of 

compliance with the corresponding 

requirements of paragraph (g) of this AD. 

(4) AMOCs approved previously in 

accordance with paragraph (B) of AD 86–18– 

01, are approved as alternative methods of 

compliance with the corresponding 

requirements of paragraph (h) of this AD. 

(5) 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 Delegation Option 

Authorization Organization 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. 

Issued in Renton, Washington, on July 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18641 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 


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