This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

58722 

Vol. 76, No. 184 

Thursday, September 22, 2011 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0991; Directorate 

Identifier 2010–NM–134–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company 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 

Model 747–100, 747–100B, 747–200B, 

747–200C, 747–200F, 747–400F, 747SR, 

and 747SP series airplanes, without a 

stretched upper deck or stretched upper 

deck modification. The existing AD 

currently requires repetitive inspections 

for cracks of each affected tension tie 

and of the surrounding structure, and 

related investigative and corrective 

actions if necessary. This proposed AD 

would also require, for certain airplanes, 

modifying the tension tie structure or 

tension tie and frame structure at certain 

stations; and a post-modification 

inspection of the modified area and 

post-modification repetitive inspections 

of the unmodified area, and repair if 

necessary. Doing the modification 

would terminate the repetitive 

inspection requirements in the existing 

AD. This proposed AD would reduce 

the compliance time and add 

inspections for certain airplanes. This 

proposed AD results from reports that 

certain airplanes have tension ties that 

are susceptible to widespread fatigue 

damage. This proposed AD also results 

from reports of cracks on the forward 

and aft tension tie channels at station 

(STA) 740 and STA 760, and a 

determination that initial inspection 

intervals need to be reduced. We are 

proposing this AD to prevent tension 

ties from becoming severed or 

disconnected from the frames, which 

could lead to rapid in-flight 

decompression. 

DATES: We must receive comments on 

this proposed AD by November 7, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

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

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

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: 

Steven Fox, Senior Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6425; fax: (425) 917–6590; e-mail: 

steven.fox@faa.gov. 

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–2011–0991; Directorate Identifier 

2010–NM–134–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 December 30, 2005, we issued AD 

2006–01–07, Amendment 39–14446 (71 

FR 1947, January 12, 2006), for certain 

Model 747–100, 747–100B, 747–200B, 

747–200C, 747–200F, 747–400F, 747SR, 

and 747SP series airplanes. That AD 

requires detailed and high-frequency 

eddy current (HFEC) inspections for 

cracks of each affected tension tie and 

of the surrounding structure, and related 

investigative and corrective actions if 

necessary. That AD resulted from a 

report of a crack in the tension tie at the 

body station (BS) 820 frame connection, 

and cracks found on the Boeing 747SR 

fatigue-test airplane in both the tension 

ties and frames at the tension tie to 

frame connections at BS 800, 820, and 

840. We issued that AD to find and fix 

cracks in the tension ties, which could 

lead to cracks in the skin and body 

frame and result in rapid in-flight 

depressurization of the airplane. 

Actions Since Existing AD Was Issued 

The preamble to AD 2006–01–07, 

Amendment 39 14446 (71 FR 1947, 

January 12, 2006), specifies that we 

consider the requirements to be 

‘‘interim action’’ and that the 

manufacturer was developing a 

modification to address the unsafe 

condition. That AD explains that we 

might consider further rulemaking if a 


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modification is developed, approved, 

and available. The manufacturer now 

has developed such a modification, and 

we have determined that further 

rulemaking is indeed necessary; this 

proposed AD follows from that 

determination. 

This proposed AD also results from 

reports of cracks on the forward and aft 

tension tie channels at station (STA) 740 

and STA 760 on a Model 747–400F 

airplane, and a determination that 

initial inspection compliance times 

need to be reduced. 

Relevant Service Information 

AD 2006–01–07, Amendment 39– 

14446 (71 FR 1947, January 12, 2006), 

refers to Boeing Special Attention 

Service Bulletin 747–53–2502, dated 

April 21, 2005, as the appropriate 

source of service information for doing 

the required actions. We have reviewed 

Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 

2010. For Group 2 airplanes, Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, reduces 

the compliance time for the detailed and 

HFEC inspections of the tension ties; 

adds a one-time general visual 

inspection of the tension ties for correct 

configuration; adds a detailed and open 

fastener-hole HFEC inspection for 

cracks in the tension tie and frame if an 

incorrect configuration is found; and 

adds repair of the cracked tension tie, or 

instructions to contact Boeing for repair 

instructions. 

We have also reviewed Boeing Alert 

Service Bulletin 747–53A2605, Revision 

1, dated May 27, 2010, which is not 

applicable to Model 747SP airplanes. 

Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 

2010, describes procedures for 

modification of the left- and right-side 

tension tie structure or tension tie and 

frame structure at certain body stations, 

repetitive inspections of the modified 

area, repetitive detailed inspections for 

cracks on the unmodified area of the 

tension tie, and repair if necessary. 

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– 

01–07, Amendment 39–14446 (71 FR 

1947, January 12, 2006), and would 

retain the requirements of the existing 

AD with a reduced compliance time for 

certain airplanes. This proposed AD 

would also require accomplishing the 

actions specified in Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010; and Boeing Alert 

Service Bulletin 747–53A2605, Revision 

1, dated May 27, 2010; as described 

previously. Doing the modification 

specified in this proposed AD ends the 

existing repetitive inspections in the 

existing AD. 

No Repetitive Intervals for PostModification Inspections of the 

Modified Areas 

Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 

2010, specifies to contact Boeing for the 

intervals for the repetitive postmodification inspections of the 

modified areas, nor does this proposed 

AD include those intervals. Postmodification inspection guidance for 

paragraph (j)(2) of this proposed AD 

may be defined in an approved 

alternative method of compliance 

(AMOC). 

Changes to Existing AD 

In this NPRM, we have identified the 

legal name of the manufacturer as 

published in the most recent type 

certificate data sheet for the affected 

airplane models. 

Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA), which replaces 

the previous designation as a Delegation 

Option Authorization (DOA) holder. We 

have revised paragraph (n) of this 

proposed AD to add delegation of 

authority to Boeing Commercial 

Airplanes ODA to approve an 

alternative method of compliance for 

certain repairs required by this AD. 

We have added a new paragraph (d) 

to this NPRM to provide the Air 

Transport Association (ATA) of America 

subject code 53: Fuselage. This code is 

added to make this proposed AD 

parallel with other new AD actions. We 

have re-identified subsequent 

paragraphs accordingly. 

Differences Between the Proposed AD 

and the Service Information 

The service bulletins specify 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: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes ODA whom we 

have authorized to make those findings. 

Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 

2010, includes a modification for all 

airplanes except for Model 747SP 

airplanes. This proposed AD requires 

that modification for Model 747SP 

airplanes. 

Costs of Compliance 

There are about 276 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

Inspection (required 

by AD 2006–01–07, 

Amendment 39– 

14446 (71 FR 1947, 

January 12, 2006)).

8 per tension tie location, between 8 and 

12 tension tie locations per airplane, 

depending on airplane configuration.

$85 $0 .............................. Between $5,440 and 

$8,160 per inspection cycle.

141 Between $767,040 

and $1,150,560 per 

inspection cycle. 

One-time inspection 

(new proposed action for Group 2 airplanes).

6 ................................ 85 None ......................... 510 ............................ 86 $43,860. 

Modification (new proposed action).Between 30 and 85, 

depending on airplane configuration.

85 Between $18,657 and 

$635,004.

Between $21,207 and 

642,229.

86 Between $1,823,802 

and $55,231,694. 


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ESTIMATED COSTS—Continued 

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

Inspection for unmodified area.2 per tension tie location, between 8 and 

12 tension tie locations per airplane, 

depending on airplane configuration.

85 None ......................... Between $1,360 and 

$2,040.

86 Between $116,960 

and $175,440. 

Inspection for modified 

area.

2 per tension tie location, between 8 and 

12 tension tie locations per airplane, 

depending on airplane configuration.

85 None ......................... Between $1,360 and 

$2,040.

86 Between $116,960 

and $175,440. 

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 affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 39–14446 (71 FR 

1947, January 12, 2006) and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0991; Directorate Identifier 2010– 

NM–134–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by November 7, 2011. 

Affected ADs 

(b) This AD supersedes AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, January 

12, 2006). 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–100, 747–100B, 747– 

200B, 747–200C, 747–200F, 747–400F, 

747SR, and 747SP series airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This proposed AD results from reports 

that certain airplanes have tension ties that 

are susceptible to widespread fatigue 

damage. This proposed AD also results from 

reports of cracks on the forward and aft 

tension tie channels at station (STA) 740 and 

STA 760, and a determination that initial 

inspection compliance times need to be 

reduced. The Federal Aviation 

Administration is issuing this AD to prevent 

tension ties from becoming severed or 

disconnected from the frames, which could 

lead to rapid in-flight decompression. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2006– 

01–07, Amendment 39–14446 (71 FR 1947, 

January 12, 2006), With Reduced 

Compliance Time for Certain Airplanes 

Repetitive Inspections and Corrective 

Actions 

(g) For Group 1, and Groups 3 through 6 

airplanes identified in Boeing Special 

Attention Service Bulletin 747–53–2502, 

dated April 21, 2005; at the applicable time 

in paragraph (g)(1) or (g)(2) of this AD: Do 

detailed and high-frequency eddy current 

inspections for cracking of each affected 

tension tie and of the surrounding structure. 

If any cracking is found: Before further flight, 

do all applicable corrective and related 

investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specifies to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with paragraph (n) of this AD. As of the 

effective date of this AD, only Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 


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dated June 17, 2010, may be used for the 

actions required in this paragraph. 

(1) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Groups 1, 3, 

and 6 airplanes: Do the first inspections 

before the accumulation of 20,000 total flight 

cycles, or within 1,000 flight cycles after 

February 16, 2006 (the effective date of AD 

2006–01–07, Amendment 39–14446 (71 FR 

1947, January 12, 2006)), whichever occurs 

later; and repeat the inspections thereafter at 

intervals not to exceed 4,000 flight cycles 

until the modification required by paragraph 

(j) of this AD is accomplished. 

(2) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Group 4 and 

5 airplanes: Do the first inspections before 

the accumulation of 17,000 total flight cycles, 

or within 1,000 flight cycles after February 

16, 2006, whichever occurs later; and repeat 

the inspections thereafter at intervals not to 

exceed 3,000 flight cycles until the 

modification required by paragraph (j) of this 

AD is accomplished. 

Inspection for Group 2 Airplanes With 

Reduced Compliance Times 

(h) For Group 2 airplanes identified in 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010: At the 

applicable times specified in paragraphs 

(h)(1) and (h)(2) of this AD, do detailed and 

high-frequency eddy current inspections for 

cracking of each affected tension tie and of 

the surrounding structure, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

747–53–2502, dated April 21, 2005; or 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. If any 

cracking is found: Before further flight, do all 

applicable corrective and related 

investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specify to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with paragraph (n) of this AD. As of the 

effective date of this AD, only Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, may be used. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles until the 

modification required by paragraph (j) of this 

AD is accomplished. 

(1) For STA 780 through 940: Before the 

accumulation of 17,000 total flight cycles, or 

within 1,000 flight cycles after February 16, 

2006, whichever occurs later. 

(2) For STA 720, 740, and 760: At the 

earlier of the times of paragraph (h)(2)(i) or 

(h)(2)(ii). 

(i) Before the accumulation of 17,000 total 

flight cycles, or within 1,000 flight cycles 

after February 16, 2006, whichever occurs 

later. 

(ii) Before the accumulation of 8,000 total 

flight cycles, or within 1,000 flight cycles 

after the effective date of this AD, whichever 

occurs later. 

New Requirements of This AD 

One-Time Inspection for Group 2 Airplanes 

(i) For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, as Group 2 airplanes: 

Before the accumulation of 8,000 total flight 

cycles, or within 1,000 flight cycles after the 

effective date of this AD, whichever occurs 

later: Do a general visual inspection for 

correct configuration, as identified in Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, of each 

affected tension tie and of the surrounding 

structure, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. 

(1) If all tension ties match the correct 

configurations specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, no further work is 

required by this paragraph. 

(2) If any incorrect configuration is found, 

before further flight, do detailed and open 

fastener-hole HFEC inspections for cracks in 

the tension tie and frame, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. 

(i) If no crack is found during the 

inspection required by paragraph (i)(2) of this 

AD, before further flight, install the correct 

configuration for the tension ties at locations 

where the incorrect configuration was found, 

using a method approved in accordance with 

the procedures specified in paragraph (n) of 

this AD. 

(ii) If any crack is found during the 

inspection required by paragraph (i)(2) of this 

AD, before further flight, do the actions in 

paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of this 

AD. 

(A) Repair the crack in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, except where Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, 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 (n) of this AD. 

(B) Install the correct configuration for the 

tension ties at locations where the incorrect 

configuration was found, using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

Modification 

(j) Before the accumulation of 30,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

occurs later, modify the left- and right-side 

tension tie structure or left- and right-side 

tension tie and frame structure, at specified 

stations, in accordance with the applicable 

method specified in paragraph (j)(1) or (j)(2) 

of this AD. Accomplishment of the 

modification in this paragraph terminates the 

repetitive inspection requirements in 

paragraphs (g)(1), (g)(2), and (h) of this AD. 

(1) For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2605, Revision 1, 

dated May 27, 2010: Do the modification, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2605, Revision 1, dated May 27, 

2010. 

(2) For airplanes not identified in Boeing 

Alert Service Bulletin 747–53A2605, 

Revision 1, dated May 27, 2010: Do the 

modification, using a method approved in 

accordance with paragraph (n) of this AD. 

Note 1: For airplanes identified in 

paragraph (j)(2) of this AD, post-modification 

inspection guidance may be defined in an 

approved alternative method of compliance 

(AMOC) for paragraph (j)(2) of this AD. 

Post-Modification Inspection of the Modified 

Areas 

(k) For airplanes identified in paragraph 

(j)(1) of this AD, within 20,000 flight cycles 

after doing the modification required by 

paragraph (j) of this AD, do an inspection for 

cracks of the modified areas of the left- and 

right-side tension tie structure and frame 

structure, in accordance with a method 

approved with the procedures specified in 

paragraph (n) of this AD. If any crack is 

found during any inspection required by this 

paragraph, before further flight, repair the 

crack using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

Post-Modification Repetitive Inspections of 

the Unmodified Areas 

(l) For airplanes identified in paragraph 

(j)(1) of this AD, within 6,000 flight cycles 

after doing the modification required by 

paragraph (j) of this AD, do a detailed 

inspection for cracks on the unmodified areas 

of the left- and right-side tension tie structure 

and frame structure, at certain stations, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2605, Revision 1, dated May 27, 

2010. If any crack is found during any 

inspection required by this paragraph, before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. Repeat 

the inspection of the unmodified areas 

thereafter at intervals not to exceed 6,000 

flight cycles. 

Note 2: Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 2010, 

refers to Section 51–10–02 of the Boeing 747– 

400F Structural Repair Manual (SRM) and 

Section 51–10–01 of the Boeing 747–100/ 

200/300 SRM as additional sources of 

guidance for removing small cracks and 

fatigue damage material from the existing 

holes in the unmodified center section of the 

tension tie channels. Where those SRM 

sections state that ‘‘zero-timing must only be 

used where specifically permitted in an SRM 

chapter-section-repair,’’ this AD allows the 

zero-timing procedures specified in those 

SRM sections. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(m) Actions done in accordance with 

Boeing Alert Service Bulletin 747–53A2605, 


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dated October 8, 2009, before the effective 

date of this AD are acceptable for compliance 

with the corresponding actions required by 

paragraphs (j), (k), and (l) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(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. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Certain actions required by paragraph 

(g) of this AD are approved as AMOCs for the 

requirements specified in paragraphs 

(n)(4)(i), (n)(4)(ii), and (n)(4)(iii) of this AD. 

All provisions of the referenced ADs in 

paragraphs (n)(4)(i), (n)(4)(ii), and (n)(4)(iii) 

of this AD, including applicable postmodification inspection thresholds, remain 

fully applicable and must be complied with. 

(i) Repairs or modifications of the aft 

tension tie channels done in accordance with 

this AD are AMOCs for the repair 

requirements of paragraph A. of AD 84–19– 

01, Amendment 39–4913 (49 FR 35365, 

September 17, 1984), and paragraphs (a)(2) 

and (b)(2) of AD 94–13–06, Amendment 39– 

8946 (59 FR 32879, June 27, 1994). 

(ii) The inspection requirements of this AD 

are AMOCs for the post-modification 

inspection requirements of paragraph B. of 

AD 84–19–01, Amendment 39–4913 (49 FR 

35365, September 17, 1984), and paragraph 

(b) of AD 94–13–06, Amendment 39–8946 

(59 FR 32879, June 27, 1994). 

(iii) The inspection requirements of this 

AD are AMOCs for the inspections of 

Structural Significant Item (SSI) F–19A of 

Boeing Supplemental Structural Inspection 

Document D6–35022, Revision G, dated 

December 2000, as required by paragraphs (h) 

and (i) of AD 2004–07–22 R1, Amendment 

39–15326 (73 FR 1052, January 7, 2008), 

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

Related Information 

(o) For more information about this AD, 

contact Steven Fox, Senior Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle ACO, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6425; fax (425) 917–6590; e-mail: 

steven.fox@faa.gov. 

(p) 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. 

Issued in Renton, Washington, on 

September 14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–24356 Filed 9–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0591; Airspace 

Docket No. 11–ASO–26] 

Proposed Amendment of Class E 

Airspace; Springfield, TN 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend Class E Airspace in the 

Springfield, TN area. Aydelotte Airport 

has been abandoned and controlled 

airspace is no longer needed. Airspace 

reconfiguration is necessary for the 

continued safety and management of 

instrument flight rules (IFR) operations 

within the Springfield, TN airspace 

area. 

DATES: 0901 UTC. Comments must be 

received on or before November 7, 2011. 

ADDRESSES: Send comments on this rule 

to: U.S. Department of Transportation, 

Docket Operations, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590–0001; Telephone: 1–800– 

647–5527; Fax: 202–493–2251. You 

must identify the Docket Number FAA– 

2011–0591; Airspace Docket No. 11– 

ASO–26, at the beginning of your 

comments. You may also submit and 

review received comments through the 

Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: John 

Fornito, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, P.O. Box 20636, 

Atlanta, Georgia 30320; telephone (404) 

305–6364. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested persons are invited to 

comment on this rule by submitting 

such written data, views, or arguments, 

as they may desire. Comments that 

provide the factual basis supporting the 

views and suggestions presented are 

particularly helpful in developing 

reasoned regulatory decisions on the 

proposal. Comments are specifically 

invited on the overall regulatory, 

aeronautical, economic, environmental, 

and energy-related aspects of the 

proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2011–0591; Airspace Docket No. 11– 

ASO–26) and be submitted in triplicate 

to the Docket Management System (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at http:// 

www.regulations.gov. 

Annotators wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2011–0591; Airspace 

Docket No. 11–ASO–26.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

All communications received before 

the specified closing date for comments 

will be considered before taking action 

on the proposed rule. The proposal 

contained in this notice may be changed 

in light of the comments received. A 

report summarizing each substantive 

public contact with FAA personnel 

concerned with this rulemaking will be 

filed in the docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded from and 

comments submitted through http://

www.regulations.gov. Recently 

published rulemaking documents can 

also be accessed through the FAA’s Web 

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

airtraffic/air_traffic/publications/

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see the 

ADDRESSES section for address and 

phone number) between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal Holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Eastern Service Center, Federal Aviation 


emcdonald on DSK5VPTVN1PROD with PROPOSALS