This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

48135 

Vol. 74, No. 182 

Tuesday, September 22, 2009 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25173; Directorate 

Identifier 2006–NE–24–AD; Amendment 39– 

16021; AD 2009–19–04] 

RIN 2120–AA64 

Airworthiness Directives; McCauley 

Propeller Systems Propeller Models 

B5JFR36C1101/114GCA–0, 

C5JFR36C1102/L114GCA–0, 

B5JFR36C1103/114HCA–0, and 

C5JFR36C1104/L114HCA–0 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) for 

McCauley Propeller Systems propeller 

models B5JFR36C1101/114GCA–0, 

C5JFR36C1102/L114GCA–0, 

B5JFR36C1103/114HCA–0, and 

C5JFR36C1104/L114HCA–0. That AD 

currently requires initial and repetitive 

fluorescent penetrant inspections (FPI) 

and eddy current inspections (ECI) of 

propeller blades for cracks, and if any 

crack indications are found, removing 

the blade from service. That AD also 

mandates a life limit for the blades. This 

AD requires the same inspections, adds 

a visual inspection, and mandates a new 

propeller blade life limit. This AD also 

requires removing propeller blades with 

more than 10,000 operating hours timesince-new (TSN), before further flight. 

This AD also requires removal from 

service of all the propeller blades and 

the propeller hub if one or more 

propeller blades have been found 

cracked on a propeller assembly. This 

AD also requires removing from service 

all C–5963 split retainers. This AD 

results from eight reports of propeller 

blades found cracked since May of 2006. 

We are issuing this AD to detect cracks 

in the propeller blade that could cause 

failure and separation of the propeller 

blade and loss of control of the airplane. 

DATES: This AD becomes effective 

October 27, 2009. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulations as 

of October 27, 2009. 

ADDRESSES: You can get the service 

information identified in this AD from 

McCauley Propeller Systems, 5800 E. 

Pawnee, Wichita, KS 67218, telephone 

(800) 621–7767. 

The Docket Operations office is 

located at Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Janusz, Aerospace Engineer, Wichita 

Aircraft Certification Office, FAA, Small 

Airplane Directorate, 1801 Airport 

Road, Room 100, Wichita, KS 67209; email: jeff.janusz@faa.gov; telephone: 

(316) 946–4148; fax: (316) 946–4107. 

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 by 

superseding AD 2008–08–01, 

Amendment 39–15453 (73 FR 19971, 

April 14, 2008). The proposed AD 

applies to McCauley Propeller Systems 

propeller models B5JFR36C1101/ 

114GCA–0, C5JFR36C1102/L114GCA–0, 

B5JFR36C1103/114HCA–0, and 

C5JFR36C1104/L114HCA–0. We 

published the proposed AD in the 

Federal Register on January 21, 2009 

(74 FR 3462). That action proposed to 

require an FPI and ECI of propeller 

blades for cracks, visual inspection of 

the blade shank for a step condition, 

and a new propeller blade life limit of 

3,500 hours TSN. That action also 

proposed to require removal of blades 

with more than 10,000 operating hours 

TSN before further flight. That action 

also proposed to require removal from 

service of all the propeller blades and 

the propeller hub if one or more 

propeller blades have been found 

cracked on a propeller assembly. That 

action also proposed to require 

removing from service all C–5963 split 

retainers at time of next inspection. 

Guidance From McCauley Product 

Support 

If there is any question as to the 

acceptability of a blade shank ‘‘step 

condition’’, the ability to accurately 

measure 0.005-inch wear, or the 

acceptability of any other wear present, 

we recommend that you contact 

McCauley Product Support for 

guidance. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Claim That Blade Failure Is Primarily 

Due to a Blade Material Condition 

Four commenters provided numerous 

observations that infer the probable 

cause for propeller blade failure is 

primarily due to a propeller blade 

material condition, which is the result 

of a manufacturing defect. The 

commenters did not present any 

examination or determination as to the 

cause of initiation of the propeller blade 

fatigue cracks. They did not present any 

evaluation or determination of the effect 

airplane operations in the restricted 

propeller RPM ranges have on propeller 

blade cracking, or any evaluation or 

determination of the effect the propeller 

blade material condition has, with 

respect to propeller fatigue life and thus 

propeller blade operating life. 

We respect the commenters’ 

observations, but the observations do 

not provide factual data to state a 

singular probable cause of propeller 

blade cracking. Therefore, as stated in 

the NPRM we have not yet determined 

if the blade cracking is the result of a 

design issue, an operational issue, or a 

combination of the two. We did not 

change the AD. 


erowe on DSK5CLS3C1PROD with RULES
48136 Federal Register / Vol. 74, No. 182 / Tuesday, September 22, 2009 / Rules and Regulations 

Concern Over Cost of Airplane 

Operations 

Three commenters highlight and 

express their concern with the increase 

in cost of airplane operations associated 

with the proposed AD. 

Per Order FAA–IR–M–8040.1B, we 

must consider the cost impact of an AD, 

including the direct cost to operators. 

We performed the economic analysis to 

include initial labor and parts costs, but 

we did not include the cost of aircraft 

down time, as we are not required to 

include it. Since we published the 

proposed AD, we became aware there 

are more affected airplanes with the 

subject propeller on the U.S. registry, 

bringing the number of propellers from 

8 to 34. We also became aware that the 

total cost estimate we gave in the 

proposed AD was for the worldwide 

fleet. We changed the cost of 

compliance paragraph to cover only the 

U.S. fleet, and to reflect a corrected 

estimated cost, including the cost of 

prorated propeller life lost, which is a 

total of $1,523,049. 

Revise the AD To Include the BAE 

Systems Regional Aircraft Proposal To 

Increase the Propeller Blade Life to 

5,000 Hours 

Five commenters, including BAE 

Systems (Operations) Ltd., point out 

that European Aviation Safety Agency 

(EASA) AD 2009–0038 mandates the 

installation of a propeller speed warning 

system per BAE Systems (Operations) 

Ltd. Service Bulletin No. SB J41–61– 

014. BAE Systems (Operations) Ltd. 

proposed that the propeller blade life 

could be increased to 5,000 hours with 

the installation of new, zero-time-sincenew propeller blades. The commenters 

suggest that we revise our AD to do the 

same actions. 

We do not agree. The above 

suggestions were not proposed as part of 

the proposed AD. The commenters state 

the reason for cracking as that stated in 

the McCauley Propeller Systems Service 

Bulletin No. ASB255A, included in the 

NPRM by reference; which is ‘‘The 

blade cracks are caused by operation in 

the restricted and placarded regions.’’ 

We have not yet determined if the blade 

cracking is the result of a design issue, 

an operational issue, or a combination 

of the two. The commenters presented 

observations that propellers have 

operated beyond the proposed AD 

3,500-hour life limit satisfactorily 

without cracking. The commenters 

present that EASA is mandating by AD 

the propeller speed warning system and 

state that this system will provide a 

means to keep the propeller out of the 

restricted operating range. The proposed 

AD does not mandate a propeller speed 

warning system. We agree that this type 

of system has the potential to help limit 

the amount of time a propeller is 

operated in the restricted range. 

However, this type of system does not 

guarantee operations of the propeller 

will be conducted outside of the 

restricted operating range. The 

commenters did not examine or 

determine the cause of initiation of the 

propeller blade fatigue cracks, nor 

evaluate or determine the effect airplane 

operations in the restricted propeller 

RPM ranges have on propeller blade 

cracking. The commenters did not 

evaluate or determine the effect the 

propeller blade material condition has 

with respect to propeller fatigue life and 

thus propeller blade operating life. The 

commenters did not present any factual 

data to support increasing the life limit 

to 5,000 hours. Since May of 2006, we 

have received reports of eight propeller 

blades which were found cracked at 

fewer than 5,000 hours time-since-new. 

We did not change the AD. 

Credit for Monitoring Propeller 

Operations 

Two commenters present observations 

that infer credit should be given to 

operators for Digital Flight Data 

Recorder (DFDR) downloads to monitor 

operations of the airplane and hence 

monitor operations of the propeller in 

the restricted RPM ranges. 

We do not agree. We find merit in 

monitoring of propeller operations, but 

as stated in the NPRM we have not yet 

determined if the blade cracking is the 

result of a design issue, an operational 

issue, or a combination of the two. We 

do not have any control over how the 

airplane is operated, as this AD relates 

to the type certification of the propeller. 

We did not change the AD. 

Revise AD To Include a Wear 

Measurement Technique That Is Not 

Difficult and Is Practical 

One commenter believes the wear 

measurement technique provided in the 

McCauley Propeller Systems Service 

Bulletin No. ASB255A and included in 

the proposed AD by reference, will be 

difficult and not practical, and requests 

a revised and more appropriate 

procedure be developed and included in 

the AD. McCauley Propeller Systems 

has defined this wear measurement 

criteria in the past in other Service 

Bulletins related to this propeller 

model. FAA has previously mandated 

the same criteria in now superseded 

ADs. There were no adverse comments 

to the superseded ADs while they were 

being proposed, from the propeller 

repair shops that are tasked with 

addressing the AD requirements at the 

propeller hardware level. 

We find some merit to elaborate on 

the criticality of the wear measurement 

criteria and we have added wording to 

the Supplementary Information section 

of this AD, recommending that 

McCauley Product Support be contacted 

for additional guidance with this 

measurement. 

Correction to Paragraph (i) 

We found incorrect compliance 

information that was inadvertently 

placed in the first sentence of paragraph 

(i) of the proposed AD. We corrected 

that sentence in the AD from ‘‘Remove 

the serial number (SN) propeller blades 

and the hubs listed in Table 1 of this AD 

from service, using the inspection 

compliance schedule in Table 2 of this 

AD’’ to ‘‘Before further flight, remove 

the serial number (SN) propeller blades 

and the hubs listed in Table 1 of this AD 

from service.’’ 

Paragraph Added To Address Parts Not 

Reported on 

We realized that since we state in 

paragraph (i) of the proposed AD that 

there may be other affected propeller 

assemblies, blades, hubs, or hub 

assemblies that we have not received 

reports on, and that we should address 

that population in a separate paragraph. 

We added a new paragraph (j) to the AD 

that states: ‘‘Before further flight, 

remove from service any propeller 

blades and hubs found or documented 

to have been installed in any propeller 

assembly that has had one or more 

cracked propeller blades at any time. 

Propeller blades and the propeller hub 

of a propeller assembly that has had one 

or more cracked propeller blades are 

prohibited from installation in any 

configuration on any airframe.’’ 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

34 propeller assemblies installed on 

airplanes of U.S. registry. We estimate 

that it will take about 44 work-hours per 

propeller to perform the required 

actions, and that the average labor rate 

is $80 per work-hour. Required parts 

will cost about $260 per propeller, if no 

cracks are found. We estimate that one 


erowe on DSK5CLS3C1PROD with RULES
Federal Register / Vol. 74, No. 182 / Tuesday, September 22, 2009 / Rules and Regulations 48137 

propeller will fail the blade inspection 

required by this AD, and the propeller 

replacement cost will be about $67,067. 

Prorated life lost for the propeller 

assembly will cost about $39,043 per 

propeller. Based on these figures, we 

estimate the total cost of the AD to U.S. 

operators to be $1,523,049. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary at the address listed 

under ADDRESSES. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends 14 CFR part 39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Amendment 39–15453 (73 FR 

19971, April 14, 2008) and by adding a 

new airworthiness directive, 

Amendment 39–16021, to read as 

follows: 

2009–19–04 McCauley Propeller Systems: 

Amendment 39–16021. Docket No. 

FAA–2006–25173; Directorate Identifier 

2006–NE–24–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective October 27, 2009. 

Affected ADs 

(b) This AD supersedes AD 2008–08–01, 

Amendment 39–15453. 

Applicability 

(c) This AD applies to McCauley Propeller 

Systems propeller models B5JFR36C1101/ 

114GCA–0, C5JFR36C1102/L114GCA–0, 

B5JFR36C1103/114HCA–0, and 

C5JFR36C1104/L114HCA–0. These 

propellers are installed on, but not limited to, 

BAE Systems (Operations) Limited Jetstream 

Model 4100 and 4101 series airplanes 

(Jetstream 41). 

Unsafe Condition 

(d) This AD results from eight reports of 

propeller blades found cracked since May of 

2006. We are issuing this AD to detect cracks 

in the propeller blade that could cause failure 

and separation of the propeller blade and loss 

of control of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

Life Limit 

(f) For propeller blades with more than 

10,000 operating hours time-since-new (TSN) 

on the effective date of this AD, remove the 

propeller blades from service before further 

flight. These propeller blades are prohibited 

from installation in any configuration on any 

airframe. 

(g) For propeller blades with more than 

3,000 operating hours TSN on the effective 

date of this AD, remove the propeller blades 

from service within the next 500 operating 

hours, not to exceed 10,000 operating hours 

TSN. These propeller blades are prohibited 

from installation in any configuration on any 

airframe. 

(h) For propeller blades with 3,000 or 

fewer operating hours TSN on the effective 

date of this AD, remove the propeller blades 

from service at or before reaching 3,500 

operating hours TSN. These propeller blades 

are prohibited from installation in any 

configuration on any airframe. 

Removal From Service of Propeller Blades 

and Hubs From Propeller Assemblies That 

Have Had One or More Cracked Propeller 

Blades 

(i) Before further flight, remove the 

propeller blades and the hubs listed in Table 

1 of this AD from service. The propeller 

blades and hubs listed in Table 1 are 

prohibited from installation in any 

configuration on any airframe. 

(j) Before further flight, remove from 

service any propeller blades and hubs found 

or documented to have been installed in any 

propeller assembly that has had one or more 

cracked propeller blades at any time. 

Propeller blades and the propeller hub of a 

propeller assembly that has had one or more 

cracked propeller blades are prohibited from 

installation in any configuration on any 

airframe. 

TABLE 1—PROPELLER BLADE AND HUB

SERIAL NUMBERS REQUIRING REMOVAL FROM SERVICE BEFORE FURTHER FLIGHT AND ARE PROHIBITED

FROM INSTALLATION IN ANY CONFIGURATION ON ANY AIRFRAME

Hub Serial 

No. Blade Serial No. 

023062 ..... XH31043, XH31131, XE31002, 

XH31025, XI31014 

040296 ..... YA31058, YA31055, YB31084, 

YB31088, YB31090 

041016 ..... XB31009, XA31073, XA31071, 

XA31063, WK31013 

051193 ..... XH31018, XH31077, XH31081, 

XL31008, XL31043 

040282 ..... XG31015, XG31016, XH31113, 

XH31117, XI31017 

051204 ..... XI31049, XH31140, XH31129, 

XH31084, XH31074 

051194 ..... WF31010, WD31032, WF31002, 

WF31029, WF31078 

Propeller Blade Inspection 

(k) Perform a fluorescent penetrant 

inspection and eddy current inspection of the 

propeller blades, and a visual inspection for 

a ‘‘step condition’’ of the blade shank. Use 

the Equipment Required and 

Accomplishment Instructions of McCauley 

Propellers Alert Service Bulletin (ASB) No. 

ASB255A, dated October 6, 2008, and the 

compliance schedule in Table 2 of this AD: 


erowe on DSK5CLS3C1PROD with RULES
48138 Federal Register / Vol. 74, No. 182 / Tuesday, September 22, 2009 / Rules and Regulations 

TABLE 2—INSPECTION COMPLIANCE SCHEDULE

If on the effective date of this AD, the propeller blade: Then inspect the propeller blade: 

(1) Has more than 2,400 operating hours TSN, time-since-last inspection (TSLI), or time-since-overhaul (TSO) and has been inspected 

using AD 2008–08–01 or McCauley Propellers ASB No. ASB255, 

dated January 8, 2007 within the past 2,400 operating hours.

Upon reaching 2,500 operating hours TSLI. See TSLI definition paragraph (p) of this AD. 

(2) Has more than 2,400 operating hours TSN, TSLI, or TSO and has 

not been inspected using AD 2008–08–01 or McCauley Propellers 

ASB No. ASB255, dated January 8, 2007 within the past 2,400 operating hours.

Within the next 100 operating hours time-in-service. 

(3) Has 2,400 or fewer operating hours TSN, TSLI, or TSO ................... Upon reaching 2,500 operating hours TSN, TSLI, or TSO. 

Propellers Failing Blade Inspection 

(l) Remove from service all of the propeller 

blades, and the propeller hub, if one or more 

propeller blades are found cracked on a 

propeller assembly. Propeller blades and the 

propeller hub of a propeller assembly that 

has had one or more cracked propeller blades 

are prohibited from installation in any 

configuration on any airframe. 

(m) Remove from service all propeller 

blades that exhibit a blade shank ‘‘step 

condition’’ of 0.005-inch or greater. Blades 

removed from service are prohibited from 

installation in any configuration on any 

airframe. 

Removal of C–5963 Split Retainers From 

Service 

(n) Remove from service all C–5963 split 

retainers at the time of blade inspection 

specified in paragraph (k) of this AD. C–5963 

split retainers removed from service are 

prohibited from installation in any 

configuration on any airframe. 

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

not install propeller assemblies with C–5963 

split retainers on any airframe. 

Definition 

(p) For the purpose of this AD, TSLI refers 

only to inspections performed using AD 

2008–08–01 or McCauley ASB No. ASB255, 

dated January 8, 2007. 

Reporting Requirements 

(q) Within 10 calendar days of the 

inspection, use the Reporting Form in 

McCauley ASB No. ASB255A, to report all 

inspection findings to the FAA, Wichita 

Aircraft Certification Office, 1801 Airport 

Road, Room 100, Wichita, KS 67209, 

Attention: Jeff Janusz; telephone (316) 946– 

4148; fax (316) 946–4107; e-mail: 

jeff.janusz@faa.gov. 

(r) Include any photographs, and any other 

information related to the means of detection 

of the crack, and the history of the propeller 

and blades. 

(s) The Office of Management and Budget 

(OMB) has approved the reporting 

requirements and assigned OMB control 

number 2120–0056. 

Alternative Methods of Compliance 

(t) The Manager, Wichita Aircraft 

Certification Office, has the authority to 

approve alternative methods of compliance 

for this AD if requested using the procedures 

found in 14 CFR 39.19. 

Special Flight Permits 

(u) Under 39.23, we are limiting the 

availability of special flight permits for this 

AD. Special flight permits are available only 

if: 

(1) The operator has not seen signs of 

external oil leakage from the hub; 

(2) The operator has not observed abnormal 

propeller vibration or abnormal engine 

vibration; 

(3) The operator has not observed any other 

abnormal operation from the propeller; 

(4) The operator has not made earlier 

reports of abnormal propeller vibration, 

abnormal engine vibration, or other abnormal 

propeller operations that have not been 

addressed. 

Related Information 

(v) Contact Jeff Janusz, Aerospace Engineer, 

Wichita Aircraft Certification Office, FAA, 

Small Airplane Directorate, 1801 Airport 

Road, Room 100, Wichita, KS 67209; e-mail: 

jeff.janusz@faa.gov; telephone: (316) 946– 

4148; fax: (316) 946–4107, for more 

information about this AD. 

Material Incorporated by Reference 

(w) You must use McCauley Propellers 

Alert Service Bulletin No. ASB255A, dated 

October 6, 2008 to perform the actions 

required by this AD. The Director of the 

Federal Register approved the incorporation 

by reference of this service bulletin in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Contact McCauley Propeller Systems, 

5800 E. Pawnee, Wichita, KS 67218, 

telephone (800) 621–7767 for a copy of this 

service information. You may review copies 

at the FAA, New England Region, 12 New 

England Executive Park, Burlington, MA; or 

at the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

September 3, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–21919 Filed 9–21–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0136; Directorate 

Identifier 2008–NM–171–AD; Amendment 

39–16022; AD 2009–19–05] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 747 airplanes. This AD 

requires repetitive inspections for 

cracking of the fuselage frames in 

section 41, and corrective actions if 

necessary. This AD results from reports 

of cracking in fuselage frames made of 

2024 aluminum alloy that were installed 

during previous modification of the 

frames in section 41 and during 

production. We are issuing this AD to 

detect and correct frame cracks, which 

could result in cracking of the adjacent 

fuselage skin and consequent rapid 

decompression of the airplane. 

DATES: This AD is effective October 27, 

2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of October 27, 2009. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1, fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 


erowe on DSK5CLS3C1PROD with RULES