Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 40529 

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. 

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 adding 

the following new AD: 

SAAB AB, SAAB Aerosystems: Docket No. 

FAA–2009–0134; Directorate Identifier 

2008–NM–162–AD. 

Comments Due Date 

(a) We must receive comments by 

September 8, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Saab AB, Saab 

Aerosystems Model SAAB 340A (SAAB/ 

SF340A) and SAAB 340B airplanes, all serial 

numbers, certificated in any category; on 

which hydraulic accumulators with part 

number (P/N) 08 8423 001 1 or P/N 08 8423 

030 1 are installed, except accumulators with 

serial numbers listed in paragraph 3.B. of 

Saab Service Bulletin 340–29–023, Revision 

01, dated April 3, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 29: Hydraulic power. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

During 2008, two cases of main hydraulic 

accumulator failure were reported, one of 

which was caused by corrosion. Investigation 

has shown that a severe failure can occur to 

any of the four hydraulic accumulators 

which are installed in the hydraulic 

compartment. Either one of the two end parts 

on the accumulator may depart from the 

pressure vessel due to corrosion. This 

condition, if not corrected, is likely to 

degrade the functionality of the hydraulic 

system, possibly resulting in degradation or 

total loss of control of the landing gear, flap 

actuation and brakes. A severe failure during 

flight may even result in debris penetrating 

and exiting the fuselage outer skin. When 

such a failure occurs while the aeroplane is 

on the ground, as in the two reported cases, 

this may cause severe damage to the fuselage 

and result in injuries to persons nearby. 

Since AD 2008–0146 was issued, one more 

case of main hydraulic accumulator failure 

has been reported, which occurred in flight 

during final approach. The aeroplane was 

able to land safely and there were no injuries 

reported on the aeroplane or on the ground. 

To address and correct this unsafe 

condition, a modified hydraulic accumulator 

has been developed, which is sealed between 

the barrel and the screw cap and between the 

screw cap and the end cap. 

For the reasons described above, this EASA 

AD requires the replacement of the affected 

hydraulic accumulators P/N (part number) 08 

8423 001 1 and P/N 08 8423 030 1, as 

identified in Saab SB (Service Bulletin) 340– 

29–023, with a modified hydraulic 

accumulator. 

This AD is revised to indicate that the 

accomplishment of SAAB SB 340–29–024 is 

another acceptable method to correct the 

unsafe condition. 

Actions and Compliance 

(f) Unless already done, replace the 

hydraulic accumulator at the applicable time 

specified in paragraph (f)(1) or (f)(2) of this 

AD in accordance with the instructions of 

Saab Service Bulletin 340–29–023 or 340– 

29–024, both Revision 01, both dated April 

3, 2009, as applicable. 

(1) For airplanes on which the 

manufacturing date of the hydraulic 

accumulator is June 2000 or earlier: Replace 

the accumulator with a new or modified 

accumulator within 12 months after the 

effective date of this AD. 

(2) For airplanes on which the 

manufacturing date of the accumulator is July 

2000 or later: Replace the accumulator with 

a new or modified accumulator within 10 

years after the manufacturing date or within 

12 months after the effective date of this AD, 

whichever occurs later. 

(3) As of 12 months after the effective date 

of this AD, no person may install a hydraulic 

accumulator, P/N 08 8423 001 1 or P/N 08 

8423 030 1 on any airplane, except 

accumulators with serial numbers listed in 

paragraph 3.B. of Saab Service Bulletin 340– 

29–023, Revision 01, dated April 3, 2009. 

(4) Actions done before the effective date 

of this AD in accordance with Saab Service 

Bulletin 340–29–023, dated June 10, 2008, 

are acceptable for compliance with the 

corresponding requirements of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: Where 

the MCAI includes a compliance time of ‘‘24 

months,’’ we have determined that a 

compliance time of ‘‘within 12 months after 

the effective date of the AD’’ is appropriate. 

The manufacturer and EASA agree with this 

reduction in compliance time. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: Shahram 

Daneshmandi, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 227–1112; fax (425) 

227–1149. 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. 

(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. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2008– 

0146R1, dated April 16, 2009, and Saab 

Service Bulletins 340–29–023 and 340–29– 

024, both Revision 01, both dated April 3, 

2009, for related information. 

Issued in Renton, Washington, on August 

3, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–19261 Filed 8–11–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0684; Directorate 

Identifier 2008–NM–149–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–200C and –200F Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 


jlentini on DSKJ8SOYB1PROD with PROPOSALS
40530 Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

Boeing Model 747–200C and –200F 

series airplanes. The existing AD 

currently requires repetitive inspections 

to find fatigue cracking in the floor 

panel attachment fastener holes of the 

upper chord of certain upper deck floor 

beams in Section 41 (i.e., body station 

520 and forward), and repair if 

necessary. The existing AD also 

provides optional modifications, which 

extend the threshold for the initiation of 

certain repetitive inspections. This 

proposed AD would add repetitive 

inspections to find fatigue cracking in 

the floor panel attachment fastener 

holes of the upper chord of certain other 

upper deck floor beams in Section 41 

and Section 42 (i.e., aft of body station 

520); repetitive inspections to find 

fatigue cracking in the permanent 

fastener holes of the upper chord of 

certain upper deck floor beams in 

Section 41; and related investigative and 

corrective actions. This proposed AD 

would also provide a new optional 

modification, which would terminate 

certain repetitive inspections. This 

proposed AD results from new reports 

of cracking in the upper chord of the 

upper deck floor beams in Sections 41 

and 42, and new analysis that shows the 

permanent fastener holes of the upper 

chord of certain upper deck floor beams 

in Section 41 are also susceptible to 

fatigue cracking. We are proposing this 

AD to detect and correct cracking in the 

upper chord of the upper deck floor 

beams. Such cracking could extend and 

sever the floor beams, which could 

result in rapid decompression and loss 

of controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 28, 

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. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1, 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 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–2009–0684; Directorate Identifier 

2008–NM–149–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 March 31, 2006, we issued AD 

2006–08–02, amendment 39–14556 (70 

FR 18618, April 12, 2006), for certain 

Boeing Model 747–200C and –200F 

series airplanes. That AD requires 

repetitive inspections to find fatigue 

cracking in the floor panel attachment 

fastener holes of the upper chord of 

certain upper deck floor beams in 

Section 41 (i.e., body station 520 and 

forward), and repair if necessary. That 

AD also provides optional 

modifications, which extend the 

threshold for initiating certain repetitive 

inspections. That AD resulted from new 

reports of cracks in the upper deck floor 

beams occurring at lower total flight 

cycles. We issued that AD to find and 

fix cracking in the upper chord of 

certain upper deck floor beams in 

Section 41. Such cracking could extend 

and sever the floor beams, which could 

result in rapid decompression and loss 

of controllability of the airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 2006–08–02, 

several operators of Boeing Model 747– 

400D series airplanes have reported 

cracking in the floor panel attachment 

fastener holes of the upper chord of the 

upper deck floor beams at body stations 

(BS) 460 and 480, and at the upper 

chord of the floor beams in Section 42. 

The upper deck floor beams of Model 

747–200C and 747–200F series 

airplanes are of similar type design to 

Model 747–400D series airplanes at 

those locations; therefore, we have 

concluded that the unsafe condition 

also exists on Model 747–200C and 

747–200F series airplanes. In addition, 

Boeing has done analysis that shows 

certain permanent fastener holes of the 

upper chord of certain upper deck floor 

beams in Section 41 are also susceptible 

to fatigue cracking. 

Other Relevant Rulemaking 

On December 26, 2007, we issued AD 

2004–07–22 R1, amendment 39–15326 

(73 FR 1052, January 7, 2008), for all 

Boeing 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. (A correction of the final rule 

was published in the Federal Register 

on February 14, 2008 (73 FR 8589).) 

That AD requires that the FAAapproved maintenance inspection 

program be revised to include 

inspections that will give no less than 

the required damage tolerance rating for 

each structural significant item, and 

repair of cracked structure. We issued 

that AD to ensure the continued 

structural integrity of the affected Model 

747 series airplanes. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–53A2439, Revision 

2, dated July 17, 2008 (‘‘Revision 2 of 

the service bulletin’’). (We referred to 


jlentini on DSKJ8SOYB1PROD with PROPOSALS
Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 40531 

Boeing Alert Service Bulletin 747– 

53A2439, Revision 1, dated March 10, 

2005, as the appropriate source of 

service information for accomplishing 

the actions required by AD 2006–08– 

02.) Revision 2 of the service bulletin 

adds procedures for repetitive open-hole 

or surface high-frequency eddy current 

(HFEC) inspections to find fatigue 

cracking in the upper chord of the upper 

deck floor beams at body stations (BS) 

460 and 480, and from BS 540 to 780 

(specified as Area 5 in the service 

bulletin). Revision 2 of the service 

bulletin also adds procedures for 

inspections to find fatigue cracking in 

the permanent fastener holes of the 

upper chord of certain upper deck floor 

beams in Section 41. 

For airplanes on which any crack is 

found, Revision 2 of the service bulletin 

specifies the corrective action of 

repairing the crack before further flight. 

The repair depends on the location and 

extent of cracking and can involve 

oversizing the fastener hole, installing a 

repair strap or angle, or contacting 

Boeing for repair instructions. 

Revision 2 of the service bulletin also 

specifies post-repair inspections and 

corrective actions that include: 

• Repair of any cracking before 

further flight. For airplanes on which a 

crack is found in a previously repaired 

or modified area, the service bulletin 

specifies contacting Boeing for repair 

data. 

• An additional HFEC inspection for 

cracking of areas that have been 

repaired or modified. 

Revision 2 of the service bulletin also 

describes optional (alternative) 

modification procedures for airplanes 

on which no cracking is found. 

Accomplishing these modifications 

extends the threshold for initiating 

certain repetitive inspections. 

Revision 2 of the service bulletin 

defines the area for the new floor panel 

attachment fastener hole inspections as 

‘‘Area 5.’’ The Area 5 inspections start 

at the latest of the following times: 

• Before the accumulation of 20,000 

total flight cycles. 

• Within 1,000 flight cycles after the 

date of the service bulletin. 

• Within 2,000 flight cycles after the 

last surface HFEC inspection or 6,000 

flight cycles after the last open-hole 

HFEC inspection done in accordance 

with Supplemental Structural 

Inspection Document (SSID) SSI F–19B 

only (required by AD 2004–07–22 R1). 

Revision 2 of the service bulletin also 

specifies additional inspection of 

permanent fastener holes in ‘‘Areas 1, 2, 

3 and 4.’’ This new inspection starts at 

the later of the following times: 

• Before the accumulation of 15,000 

total flight cycles. 

• Within 1,000 flight cycles after the 

date of the service bulletin. 

The repetitive inspection interval 

depends on the inspection method and 

previous repairs/modifications, and 

ranges from 2,000 to 6,000 flight cycles 

for the surface/open-hole HFEC 

inspections. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition. 

Revision 2 of the service bulletin 

refers to Boeing Alert Service Bulletin 

747–53A2696, dated October 16, 2008, 

for certain modifications. The actions in 

Boeing Alert Service Bulletin 747– 

53A2696 have been approved as an 

alternative method of compliance 

(AMOC) with certain requirements of 

AD 2006–08–02. 

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 2006– 

08–02 and would retain the 

requirements of the existing AD. This 

proposed AD would also require 

accomplishing the actions specified in 

the service information described 

previously except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Bulletin.’’ 

Differences Between the Proposed AD 

and the Service Bulletin 

Boeing Alert Service Bulletin 747– 

53A2439, Revision 2, dated July 17, 

2008, 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 an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Explanation of Changes Made to This 

AD 

We have added new paragraph (d) to 

this proposed AD specifying the Air 

Transport Association (ATA) of America 

code identifying the subject of the AD, 

and have re-identified the subsequent 

paragraphs accordingly. 

We have simplified paragraph (h)(1) 

of this proposed AD (which corresponds 

to paragraph (g)(1) of AD 2006–08–02) 

by referring to the ‘‘Alternative Methods 

of Compliance (AMOCs)’’ paragraph of 

this AD for repair methods. 

We have revised paragraph (h)(1) of 

this proposed AD to allow any crack in 

the subject area to be repaired according 

to data that conform to the airplane’s 

type certificate and that are approved by 

an Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make such findings. 

Costs of Compliance 

There are about 68 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 2006–08–02) .... 29 $80 $2,320 per inspection 

cycle.

25 $58,000 per inspection 

cycle. 

Inspection of Area 5 and permanent fastener 

hole in Areas 1, 2, 3, and 4 (new proposed 

action).

78 80 $6,240 per inspection 

cycle.

25 $156,000 per inspection cycle. 


jlentini on DSKJ8SOYB1PROD with PROPOSALS
40532 Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 

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 39–14556 (70 FR 

18618, April 12, 2006) and adding the 

following new AD: 

Boeing: Docket No. FAA–2009–0684; 

Directorate Identifier 2008–NM–149–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by September 28, 2009. 

Affected ADs 

(b) This AD supersedes AD 2006–08–02. 

Applicability 

(c) This AD applies to Boeing Model 747– 

200C and –200F series airplanes, certificated 

in any category, as identified in Boeing Alert 

Service Bulletin 747–53A2439, Revision 2, 

dated July 17, 2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from new reports of 

cracking in the upper chord of the upper 

deck floor beams in Sections 41 and 42, and 

new analysis that shows the permanent 

fastener holes of the upper chord of certain 

upper deck floor beams in Section 41 are also 

susceptible to fatigue cracking. We are 

issuing this AD to detect and correct cracking 

in the upper chord of the upper deck floor 

beams. Such cracking could extend and sever 

the floor beams, which could result in rapid 

decompression 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. 

Requirements of AD 2006–08–02 

Initial Compliance Time at a New Reduced 

Threshold 

(g) At the earliest of the times specified in 

paragraphs (g)(1) through (g)(3) of this AD, do 

the inspection required by paragraph (h) of 

this AD. 

(1) Before the accumulation of 22,000 total 

flight cycles, or within 1,000 flight cycles 

after March 15, 2004 (the effective date of AD 

2004–03–11, which was superseded by AD 

2006–08–02), whichever occurs later. 

(2) For airplanes with 17,000 or more total 

flight cycles as of May 17, 2006 (the effective 

date of AD 2006–08–02): Before the 

accumulation of 18,000 total flight cycles, or 

within 90 days after May 17, 2006, whichever 

occurs later. 

(3) For airplanes with fewer than 17,000 

total flight cycles as of May 17, 2006: Before 

the accumulation of 15,000 total flight cycles, 

or within 1,000 flight cycles after May 17, 

2006, whichever occurs later. 

Inspections at Reduced Intervals for Certain 

Floor Beams and Repair 

(h) Do the applicable inspection to find 

fatigue cracking in the upper chord of the 

upper deck floor beams as specified in Part 

1 (Open-Hole High Frequency Eddy Current 

(HFEC) Inspection Method) or Part 2 (Surface 

HFEC Inspection Method) of the Work 

Instructions of Boeing Alert Service Bulletin 

747–53A2439, dated July 5, 2001. Do the 

inspections per the Boeing Alert Service 

Bulletin 747–53A2439, dated July 5, 2001, 

except as provided by paragraph (k) of this 

AD. Any combination of the applicable 

inspection methods specified in Parts 1 and 

2 may be used, provided that the 

corresponding repetitive inspection interval 

is used. 

(1) If any crack is found, before further 

flight, repair per Part 3 (Upper Chord Repair) 

of the Work Instructions of Boeing Alert 

Service Bulletin 747–53A2439, dated July 5, 

2001; except where Boeing Alert Service 

Bulletin 747–53A2439, dated July 5, 2001, 

specifies to contact Boeing for appropriate 

action, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD or repair according to data meeting the 

certification basis of the airplane approved 

by a Boeing Company Designated 

Engineering Representative (DER) or by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization. For a repair 

method to be approved by the Manager, 

Seattle Aircraft Certification Office (ACO), as 

required by this paragraph, the Manager’s 

approval letter must specifically reference 

this AD. Do the applicable inspection of the 

repaired area per Part 1 of the Work 

Instructions of Boeing Alert Service Bulletin 

747–53A2439, dated July 5, 2001, at the 

applicable time per Part 3 of the Work 

Instructions of Boeing Alert Service Bulletin 

747–53A2439, dated July 5, 2001, and repeat 

the applicable inspection at the applicable 

interval per Figure 1 of Boeing Alert Service 

Bulletin 747–53A2439, dated July 5, 2001. 

(2) If no crack is found, repeat the 

applicable inspection per paragraph (h) of 

this AD at the applicable time specified in 

paragraphs (h)(2)(i) through (h)(2)(iii) of this 

AD. As an option to the repetitive 

inspections, accomplishment of paragraph 

(i)(1) or (i)(2) of this AD, before further flight, 

extends the threshold for the initiation of the 

repetitive inspections required by this 

paragraph. 

(i) If the immediately preceding inspection 

was conducted using an open-hole HFEC 

inspection method: Conduct the next 

inspection of that area within 3,000 flight 

cycles of the last inspection. 

(ii) If the immediately preceding inspection 

was conducted using a surface HFEC 

inspection method at stations 340 through 

420 inclusive and station 500: Conduct the 

next inspection of that area within 750 flight 

cycles of the last inspection. 

(iii) If the immediately preceding 

inspection was conducted using a surface 

HFEC inspection method at stations 440 and 


jlentini on DSKJ8SOYB1PROD with PROPOSALS
Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 40533 

520: Conduct the next inspection of that area 

at the earlier of the times specified in 

paragraphs (h)(2)(iii)(A) and (h)(2)(iii)(B) of 

this AD, and thereafter at intervals not to 

exceed 250 flight cycles. 

(A) Within 750 flight cycles since the last 

surface HFEC inspection required by 

paragraph (h) of this AD. 

(B) Within 250 flight cycles after May 17, 

2006. 

Optional Repair/Modification 

(i) For areas on which the inspection 

required by paragraph (h) of this AD is done 

per Part 1 of the Work Instructions of Boeing 

Alert Service Bulletin 747–53A2439, dated 

July 5, 2001; and on which no cracking is 

found: Accomplishment of the actions 

specified in either paragraph (i)(1) or (i)(2) of 

this AD extends the threshold for the 

initiation of the repetitive inspections 

required by paragraph (h)(2) of this AD. For 

areas on which the inspection required by 

paragraph (h) of this AD is done per Part 2 

of Boeing Alert Service Bulletin 747– 

53A2439, dated July 5, 2001; and on which 

no cracking is found: Accomplishment of the 

actions specified in paragraph (i)(1) of this 

AD extends the threshold for the initiation of 

the repetitive inspections required by 

paragraph (h)(2) of this AD. 

(1) Do the applicable repair per Part 3 of 

the Work Instructions of Boeing Alert Service 

Bulletin 747–53A2439, dated July 5, 2001, 

except as provided by paragraph (k) of this 

AD. At the applicable time specified in Table 

1 of Part 3 of the Work Instructions of Boeing 

Alert Service Bulletin 747–53A2439, dated 

July 5, 2001, do the applicable inspection of 

the repaired area per Part 1 of the Work 

Instructions of Boeing Alert Service Bulletin 

747–53A2439, dated July 5, 2001. Repeat the 

inspection thereafter within the applicable 

interval of 3,000 flight cycles per Figure 1 of 

the service bulletin. 

(2) Do the modification of the attachment 

hole of the floor panel per Figure 5 of Boeing 

Alert Service Bulletin 747–53A2439, dated 

July 5, 2001, except as provided by paragraph 

(k) of this AD. Within 10,000 flight cycles 

after accomplishment of the modification, do 

the inspection of the modified area per Part 

1 of the Work Instructions of the service 

bulletin. Repeat the inspection thereafter 

within the applicable interval of 3,000 flight 

cycles per Figure 1 of Boeing Alert Service 

Bulletin 747–53A2439, dated July 5, 2001. 

Determining the Number of Flight Cycles for 

Compliance Time 

(j) For the purposes of calculating the 

compliance threshold and repetitive intervals 

for actions required by paragraphs (g), (h), or 

(i) of this AD: As of May 17, 2006 (the 

effective date of AD 2006–08–02), all flight 

cycles, including the number of flight cycles 

in which cabin differential pressure is at 2.0 

pounds per square inch (psi) or less, must be 

counted when determining the number of 

flight cycles that have occurred on the 

airplane. 

New Requirements of This AD 

Applicable Revisions of Service Bulletins 

(k) Use the information in Tables 1 and 2 

of this AD, at the applicable time specified 

in paragraphs (k)(1) and (k)(2) of this AD, to 

determine the part of the applicable service 

bulletin to use to accomplish the actions 

required by this AD. 

(1) On or after May 17, 2006, but before the 

effective date of this AD, use only the service 

information listed in Table 1 or Table 2 of 

this AD. 

TABLE 1—SERVICE INFORMATION GIVEN IN BOEING ALERT SERVICE BULLETIN 747–53A2439, REVISION 1, DATED MARCH

10, 2005 

Do— In accordance with— 

(1) The actions required by paragraph (h) of this AD.Parts 1 and 2 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 1, dated 

March 10, 2005; as applicable. 

(2) The applicable inspection of the 

repaired area required by paragraph (h)(1) of this AD.

Parts 1 and 6 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 1, dated 

March 10, 2005; as applicable; at the applicable time specified in Table 1 of Part 3 of the Work Instructions of that service bulletin. 

(3) The actions required by paragraph (i)(1) of this AD.Parts 1, 3, and 6 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 1, dated 

March 10, 2005. 

(4) The actions required by paragraph (i)(2) of this AD.Figure 5 and Part 1 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 1, 

dated March 10, 2005; as applicable. 

(2) On or after the effective date of this AD, 

use only the service information listed in 

Table 2 of this AD. 

TABLE 2—SERVICE INFORMATION GIVEN IN BOEING ALERT SERVICE BULLETIN 747–53A2439, REVISION 2, DATED JULY

17, 2008 

Do— In accordance with— 

(1) The actions required by paragraph (h) and (l) of this AD.Part 1 (open-hole or surface HFEC inspection, as applicable) of the Work Instructions of Boeing Alert 

Service Bulletin 747–53A2439, Revision 2, dated July 17, 2008. 

(2) The applicable inspection of the 

repaired area required by paragraph (h)(1) of this AD.

Part 1 (open-hole HFEC inspection only) and Part 5 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 2, dated July 17, 2008; at the applicable time specified in Table 1 of Part 2 

of the Work Instructions of that service bulletin. 

(3) The applicable repair required 

by paragraph (h)(1) of this AD.

Part 2 (upper chord repair at floor panel attach holes) of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 2, dated July 17, 2008. 

(4) The actions required by paragraph (i)(1) of this AD.Part 1 (open-hole HFEC inspection only), Part 2, and Part 5 of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 2, dated July 17, 2008. 

(5) The actions required by paragraph (i)(2) of this AD.Figure 5 and Part 1 (open-hole HFEC inspection only) of the Work Instructions of Boeing Alert Service Bulletin 747–53A2439, Revision 2, dated July 17, 2008. 

New Inspections and Related Investigative 

and Corrective Actions 

(l) For all airplanes, except as provided by 

paragraphs (k)(1) and (k)(2) of this AD: At the 

applicable time specified in Paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2439, Revision 2, dated July 

17, 2008, do the applicable open-hole or 

surface HFEC inspections for fatigue cracking 

in the upper chord of the upper deck floor 

beams in Area 5, and the inspection for 

fatigue cracking in the permanent fastener 

holes of the upper chord of certain upper 

deck floor beams in Areas 1, 2, 3, and 4, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2439, Revision 2, dated July 17, 

2008. Do all applicable related investigative 


jlentini on DSKJ8SOYB1PROD with PROPOSALS
40534 Federal Register / Vol. 74, No. 154 / Wednesday, August 12, 2009 / Proposed Rules 

and corrective actions before further flight. 

Repeat the applicable inspection thereafter at 

the applicable interval specified in Paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2439, Revision 2, dated July 

17, 2008. 

(1) Where Boeing Alert Service Bulletin 

747–53A2439, Revision 2, dated July 17, 

2008, specifies a compliance time relative to 

the date of issuance of that service bulletin, 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(2) Where Boeing Alert Service Bulletin 

747–53A2439, Revision 2, dated July 17, 

2008, specifies contacting Boeing for repair 

data: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD. 

Optional New Modification for Areas 1, 2, 3, 

and 4 

(m) For areas 1, 2, 3, and 4 as defined in 

Boeing Alert Service Bulletin 747–53A2439, 

Revision 2, dated July 17, 2008: Doing the 

modification and post-modification actions 

specified in Boeing Alert Service Bulletin 

747–53A2696, dated October 16, 2008, 

terminates the repetitive inspection 

requirements of paragraphs (g) and (h) of this 

AD. Doing the modification and postmodification actions specified in Boeing 

Alert Service Bulletin 747–53A2696, dated 

October 16, 2008, terminates the repetitive 

inspection requirements of paragraph (l) of 

this AD, except at the upper deck floor beam 

at body station (BS) 460 and 480 and the 

upper deck floor beams aft of BS 520. 

No Reporting Requirement 

(n) Although Boeing Alert Service Bulletin 

747–53A2439, Revision 1, dated March 10, 

2005; and Boeing Alert Service Bulletin 747– 

53A2439, Revision 2, dated July 17, 2008; 

specify to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(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 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-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) AMOCs approved previously in 

accordance with AD 2006–08–02, are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(4) 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 August 

3, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–19262 Filed 8–11–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2009–0513; Airspace 

Docket No. 09–ASW–13] 

Proposed Amendment of Class E 

Airspace; Midlothian-Waxahachie, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend Class E airspace at MidlothianWaxahachie, TX. Additional controlled 

airspace is necessary to accommodate 

new Standard Instrument Approach 

Procedures (SIAPs) at Mid-Way 

Regional Airport, MidlothianWaxahachie, TX. This action would also 

reflect the name change to Mid-Way 

Regional Airport and update the 

geographic coordinates. The FAA is 

taking this action to enhance the safety 

and management of Instrument Flight 

Rules (IFR) operations for SIAPs at MidWay Regional Airport. 

DATES: 0901 UTC. Comments must be 

received on or before September 28, 

2009. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. You must 

identify the docket number FAA–2009– 

0513/Airspace Docket No. 09–ASW–13, 

at the beginning of your comments. You 

may also submit comments through the 

Internet at http://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office between 9 

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

Friday, except Federal holidays. The 

Docket Office (telephone 1–800–647– 

5527), is on the ground floor of the 

building at the above address. 

FOR FURTHER INFORMATION CONTACT: 

Scott Enander, Central Service Center, 

Operations Support Group, Federal 

Aviation Administration, Southwest 

Region, 2601 Meacham Blvd, Fort 

Worth, TX 76137; telephone: (817) 321– 

7716. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

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 and be submitted in 

triplicate to the address listed above. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this notice must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2009–0513/Airspace 

Docket No. 09–ASW–13.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

Internet at 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/. 

Additionally, any person may obtain 

a copy of this notice by submitting a 

request to the Federal Aviation 

Administration (FAA), Office of Air 

Traffic Airspace Management, ATA– 

400, 800 Independence Avenue, SW., 

Washington, DC 20591, or by calling 

(202) 267–8783. Communications must 

identify both docket numbers for this 

notice. 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. 


jlentini on DSKJ8SOYB1PROD with PROPOSALS