Federal Register / Vol. 77, No. 98 / Monday, May 21, 2012 / Rules and Regulations 29857 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(l) Related Information 

Refer to MCAI EASA Airworthiness 

Directive 2011–0079, dated May 5, 2011, and 

the service information specified in 

paragraphs (l)(1) and (l)(2) of this AD, for 

related information. 

(1) SAAB Service Bulletin 2000–92–005, 

Revision 01, dated March 1, 2011. 

(2) SAAB Service Bulletin 2000–92–006, 

Revision 01, dated August 18, 2010. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the following service information 

under 5 U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) SAAB Service Bulletin 2000–92–005, 

Revision 01, dated March 1, 2011. 

(ii) SAAB Service Bulletin 2000–92–006, 

Revision 01, dated August 18, 2010. 

(3) For Saab AB, Saab Aerosystems service 

information identified in this AD, contact 

Saab AB, Saab Aerosystems, SE–581 88, 

Linko ̈ping, Sweden; telephone +46 13 18 

5591; fax +46 13 18 4874; email 

saab2000.techsupport@saabgroup.com; 

Internet http://www.saabgroup.com. 

(4) You may review copies of the 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. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on May 9, 

2012. 

Michael Kaszycki, 

Acting Manager,Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–11957 Filed 5–18–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0645; Directorate 

Identifier 2010–NM–009–AD; Amendment 

39–17052; AD 2012–10–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

certain The Boeing Company Model 747 

series airplanes. That AD currently 

requires repetitive inspections for cracks 

of the fuselage skin lap splice between 

body station (BS) 400 and BS 520 at 

stringers S–6L and S–6R, and repair if 

necessary. This new AD shortens the 

interval for the repetitive inspections, 

requires modification for certain 

airplanes, and requires certain postmodification inspections for other 

airplanes. This AD was prompted by 

reports of multiple adjacent cracks on 

an airplane, and a recent fleet-wide 

evaluation of widespread fatigue 

damage of skin lap joints, which 

indicated the need for revised 

procedures and reduced compliance 

times. We are issuing this AD to detect 

and correct cracking of the fuselage skin 

lap splice between BS 400 and BS 520 

at stringers S–6L and S–6R, which could 

result in sudden loss of cabin 

pressurization and the inability of the 

fuselage to withstand fail-safe loads. 

DATES: This AD is effective June 25, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 25, 2012. 

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; email 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6432; fax: 

425–917–6590; email: 

bill.ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 90–21–17, 

Amendment 39–6768 (55 FR 41510, 

October 12, 1990). That AD applies to 

the specified products. The NPRM was 

published in the Federal Register on 

June 29, 2011 (76 FR 38074). That 

NPRM proposed to continue to require 

repetitive inspections for cracks of the 

fuselage skin lap splice between body 

station (BS) 400 and BS 520 at stringers 

S–6L and S–6R, and repair if necessary; 

and added modification for certain 

airplanes and certain post-modification 

inspections for other airplanes. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 38074, 

June 29, 2011) and the FAA’s response 

to each comment. 


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Request To Remove Conflicting 

Requirement 

Boeing stated that certain compliance 

times conflict in the proposed AD (76 

FR 38074, June 29, 2011). To resolve the 

conflict, Boeing requested that we 

remove paragraph (k) from the proposed 

AD. (Paragraph (k) was retained from 

AD 90–21–17, Amendment 39–6768 (55 

FR 41510, October 12, 1990).) The 

initial compliance time for the 

inspections specified in paragraphs (k), 

(l), and (m) of the proposed AD is 

10,000 flight cycles after certain 

modifications have been done. Boeing 

noted that the repetitive interval is 

5,000 flight cycles for paragraph (k) of 

the proposed AD—but Boeing Service 

Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009, specifies 500 

flight cycles for paragraphs (l) and (m) 

of the proposed AD. Boeing stated that 

the preventive modifications include 

the protruding head fastener 

modification and the external 

reinforcement doubler installation 

(which does not cut the lap). 

We partially agree with the request. 

We agree that, as written, the 

compliance times specified in 

paragraphs (l) and (m) of the proposed 

AD (76 FR 38074, June 29, 2011) would 

have conflicted with the compliance 

time specified in paragraph (k) in the 

proposed AD, as described by the 

commenter. But, for airplanes nearing 

the 5,000-flight-cycle repetitive interval 

specified in paragraph (k) of the AD on 

the new effective date, removing 

paragraph (k) from the AD would allow 

an unwarranted extension of time to 

comply, and could compromise the 

continued safe operation of those 

airplanes. We have therefore retained 

paragraph (k) in this AD. We have 

further determined that, once the 

applicable inspections specified in 

paragraph (l) or (m) of the AD have been 

initiated, the actions in paragraph (k) 

are no longer necessary. To avoid the 

conflict described by the commenter, we 

have revised paragraphs (l) and (m) of 

this AD to state that their 

accomplishment terminates the 

requirements of paragraph (k) of this 

AD. 

Request To Revise Modification 

Requirements 

Boeing requested that we revise 

paragraph (n) of the proposed AD (76 FR 

38074, June 29, 2011) to specify separate 

requirements for the two groups of 

affected airplanes, so that the proposed 

AD agrees with the actions specified in 

Table 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Service 

Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009. 

One group affected by paragraph (n) 

of the proposed AD (76 FR 38074, June 

29, 2011) is airplanes on which no 

previous modification or repair has been 

installed in the affected area. For those 

airplanes, Boeing requested that we 

require a structural modification in 

accordance with Part 3 of Boeing 

Service Bulletin 747–53A2303, Revision 

2, dated October 1, 2009, within the 

compliance time specified in paragraph 

A. of AD 90–06–06, Amendment 39– 

6490 (55 FR 8374, March 7, 1990). 

(AD 90–06–06, Amendment 39–6490 

(55 FR 8374, March 7, 1990), applies to 

certain Boeing Model 747 series 

airplanes and requires structural 

modifications in accordance with 

Boeing Document D6–35999, dated 

March 31, 1989. That document in turn 

refers to Boeing Alert Service Bulletin 

747–53A2303, dated June 2, 1988, as 

another source of guidance for doing 

that modification.) 

Boeing requested no change for the 

remaining airplanes identified in 

paragraph (n) of the proposed AD (76 FR 

38074, June 29, 2011). 

We partially agree. For the referenced 

airplanes, this same modification is one 

of the requirements of AD 90–06–06, 

Amendment 39–6490 (55 FR 8374, 

March 7, 1990). The compliance time 

for this modification is 23,000 total 

accumulated flight cycles, or within 4 

years after the effective date (April 17, 

1990), whichever occurs later. To clarify 

the ADs’ requirements, we have 

removed those airplanes from paragraph 

(n) of the NPRM (76 FR 38074, June 29, 

2011) and added a new paragraph (o) in 

this AD, which explains that, for those 

airplanes, accomplishment of the 

referenced modification satisfies the 

corresponding requirement for AD 90– 

06–06, but post-modification 

inspections are required. We have reidentified subsequent paragraphs in this 

AD accordingly. 

Request To Refer to Service 

Information for Compliance Data 

Boeing requested that the FAA review 

the compliance data in the proposed AD 

(76 FR 38074, June 29, 2011). Boeing 

noted that the proposed AD repeated all 

the compliance data as stated in Boeing 

Service Bulletin 747–53A2303, Revision 

2, dated October 1, 2009. Boeing 

requested that we refer to the 

compliance table in this service bulletin 

as the source of all compliance data, 

except as noted. 

Referring to paragraph 1.E., 

‘‘Compliance,’’ of a service bulletin may 

be an efficient way to convey 

compliance time information in an AD, 

if the compliance times are complex or 

numerous. But specifying simpler 

compliance times within an AD—as in 

paragraphs (l), (m), and (n) in this AD— 

is also acceptable and enforceable. For 

requirements retained from a 

superseded AD—as in paragraphs (g) 

through (k) in this AD—we routinely 

restate the existing language from the 

AD that is being superseded, including 

the text describing the compliance 

times. We have not changed this AD 

regarding this issue. 

Explanation of Additional Changes to 

This AD 

The information in Note 1 of the 

proposed AD (76 FR 38074, June 29, 

2011) has been moved to a new 

paragraph (g)(4) in this AD. 

As explained in the proposed AD (76 

FR 38074, June 29, 2011), paragraph (p) 

in the proposed AD (paragraph (q) in 

this final rule) was revised to add 

delegation of authority to Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) to 

approve an alternative method of 

compliance for any repair required by 

this AD. We have also changed 

paragraph (k) of this AD to reflect this 

change. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

38074, June 29, 2011) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 38074, 

June 29, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

There are about 165 airplanes of the 

affected design in the worldwide fleet; 

of these, 64 are U.S.-registered 

airplanes. The following table provides 

the estimated costs for U.S. operators to 

comply with this AD. 


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ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per airplane Fleet cost 

Inspection (required by AD 90–21– 

17, Amendment 39–6768 (55 

FR 41510, October 12, 1990).

8 ................... $85 $0 ................................ $680 per inspection 

cycle.

$43,520 per inspection 

cycle. 

Modification (new action) .............. Up to 370 ..... 85 Between $954 and 

$2,064.

Up to $33,514 ............. Up to $2,144,896. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

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), 

(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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA 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 airworthiness directive (AD) 

90–21–17, Amendment 39–6768 (55 FR 

41510, October 12, 1990), and adding 

the following new AD: 

2012–10–03 The Boeing Company: 

Amendment 39–17052; Docket No. 

FAA–2011–0645; Directorate Identifier 

2010–NM–009–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective June 25, 2012. 

(b) Affected ADs 

This AD supersedes AD 90–21–17, 

Amendment 39–6768 (55 FR 41510, October 

12, 1990). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, 747–100B, 747–200B, 747– 

200C, 747–200F, 747–300, 747SR, and 747SP 

series airplanes, certificated in any category, 

as identified in Boeing Service Bulletin 747– 

53A2303, Revision 2, dated October 1, 2009. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by from reports of 

multiple adjacent cracks on an airplane, and 

a recent fleet-wide evaluation of widespread 

fatigue damage of skin lap joints, which 

indicated the need for revised procedures 

and reduced compliance times. The Federal 

Aviation Administration is issuing this AD to 

detect and correct cracking of the fuselage 

skin lap splice between body station (BS) 400 

and BS 520, at stringers S–6L and S–6R. Such 

cracking could result in sudden loss of cabin 

pressurization and the inability of the 

fuselage to withstand fail-safe loads. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Retained Inspections 

This paragraph restates the requirements of 

paragraph A. of AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), 

with revised service information, reduced 

inspection interval, and added subparagraph. 

Conduct a close visual or detailed inspection, 

and a high frequency eddy current (HFEC) 

inspection, of the fuselage skin lap splice 

between BS 400 and BS 520, at stringers S– 

6L and S–6R, for cracking, in accordance 

with Boeing Alert Service Bulletin 747– 

53A2303, dated June 2, 1988, or Revision 1, 

dated March 29, 1990; or Boeing Service 

Bulletin 747–53A2303, Revision 2, dated 

October 1, 2009; at the times specified in 

paragraph (g)(1), (g)(2), or (g)(3) of this AD. 

After the effective date of this AD, only 

Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009, may be 

used. Adequate lighting must be used for this 

inspection. The eddy current inspections 

may be conducted without removal of the 

paint, provided the paint does not interfere 

with the inspections. Paint must be removed, 

using an approved chemical stripper, in any 

situation where the inspector determines that 

the paint is interfering with the proper 

functioning of the inspection instrument. 

(1) Within the next 100 landings after 

March 31, 1989 (the effective date of AD 89– 

05–03, Amendment 39–6146 (54 FR 7397, 

February 21, 1989), which was superseded by 

AD 90–21–17, Amendment 39–6768 (55 FR 

41510, October 12, 1990)), for airplanes that 

have accumulated 16,000 or more landings as 

of March 31, 1989, unless previously 

accomplished within the last 4,900 landings. 

(2) Within the next 1,000 landings after 

March 31, 1989, or prior to the accumulation 

of 16,000 landings, whichever occurs first, 

for airplanes that have accumulated between 

12,000 and 16,000 landings, as of March 31, 

1989 (the effective date of AD 89–05–03, 

Amendment 39–6146 (54 FR 7397, February 

21, 1989), which was superseded by AD 90– 

21–17, Amendment 39–6768 (55 FR 41510, 

October 12, 1990)), unless previously 

accomplished within the last 4,000 landings. 

(3) Prior to the accumulation of 13,000 

landings for airplanes that have accumulated 

12,000 or fewer landings as of March 31, 

1989 (the effective date of AD 89–05–03, 


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Amendment 39–6146 (54 FR 7397, February 

21, 1989), which was superseded by AD 90– 

21–17, Amendment 39–6768 (55 FR 41510, 

October 12, 1990)), unless previously 

accomplished within the last 5,000 landings. 

(4) For the purposes of this AD, a detailed 

inspection is: ‘‘An intensive examination of 

a specific item, installation, or assembly to 

detect damage, failure, or irregularity. 

Available lighting is normally supplemented 

with a direct source of good lighting at an 

intensity deemed appropriate. Inspection 

aids such as mirror, magnifying lenses, etc., 

may be necessary. Surface cleaning and 

elaborate procedures may be required.’’ 

(h) Retained Inspection Compliance Time for 

SUD-Modified Airplanes 

This paragraph restates the requirements of 

paragraph B. of AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), 

with revised service information. On 

airplanes which have been modified to the 

stretched-upper-deck configuration, as 

identified in Boeing Alert Service Bulletin 

747–53A2303, dated June 2, 1988, or 

Revision 1, dated March 29, 1990; or Boeing 

Service Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009; the accumulated 

landing threshold for compliance with 

paragraph (g) of this AD is measured from the 

time of the stretched-upper-deck 

modification. 

(i) Retained Repetitive Inspections 

This paragraph restates the requirements of 

paragraph C. of AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), 

with revised service information. If no 

cracking is detected during the inspections 

required by paragraph (g) of this AD, repeat 

the inspections required by paragraph (g) of 

this AD one time at the earlier of the times 

specified in paragraphs (i)(1) and (i)(2) of this 

AD. Thereafter repeat the inspections at 

intervals not to exceed 3,000 landings. 

(1) Within 5,000 landings after the last 

inspection. 

(2) Within 3,000 landings after the last 

inspection, or within 1,000 landings after the 

effective date of this AD, whichever occurs 

later. 

(j) Retained Repair 

This paragraph restates the requirements of 

paragraph D. of AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), 

with revised service information. If cracks are 

detected during the inspections required by 

paragraph (g) of this AD, accomplish the 

repair or preventive modification of the 

affected lap splice, in accordance with 

Boeing Alert Service Bulletin 747–53A2303, 

dated June 2, 1988, or Revision 1, dated 

March 29, 1990; or Boeing Service Bulletin 

747–53A2303, Revision 2, dated October 1, 

2009; prior to further pressurized flight. After 

the effective date of this AD, only Boeing 

Service Bulletin747–53A2303, Revision 2, 

dated October 1, 2009, may be used. If cracks 

are repaired in local areas without 

accomplishing preventive modification of the 

entire affected lap area, continue inspections 

of the unmodified and unrepaired areas of 

the affected lap splice in accordance with 

paragraph (i) of this AD. 

(k) Retained Inspection Compliance Time for 

Airplanes With Preventive Modification 

This paragraph restates the requirements of 

paragraph E. of AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), 

with revised service information. For 

airplanes incorporating the preventive 

modification, as described in Boeing Alert 

Service Bulletin 747–53A2303, dated June 2, 

1988, or Revision 1, dated March 29, 1990; 

or Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009; 

accomplish the inspections required by 

paragraph (g) of this AD prior to the 

accumulation of 10,000 landings after the 

modification and thereafter at intervals not to 

exceed 5,000 landings. If cracks are found, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (q) of this AD, prior to further 

pressurized flight. 

(l) New Requirement of This AD: PostModification Inspections 

For airplanes on which a protruding head 

fastener modification has been done in 

accordance with Boeing Alert Service 

Bulletin 747–53A2303, dated June 2, 1988, or 

Revision 1, dated March 29, 1990: Within 

10,000 flight cycles after modification, or 

within 500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an external HFEC inspection for cracking in 

the skin around the fasteners in the upper 

row of the lap joint, in accordance with Part 

5 of the Accomplishment Instructions of 

Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009. If any 

crack is found, before further flight repair in 

accordance with Boeing Service Bulletin 

747–53A2303, Revision 2, dated October 1, 

2009 (except as required by paragraph (p) of 

this AD), or do the modification specified in 

paragraph (n) of this AD. Repeat the 

inspection in affected uncracked areas at 

intervals not to exceed 500 flight cycles, until 

the modification specified in paragraph (n) of 

this AD is done. Accomplishment of the 

initial inspection and all applicable 

corrective actions specified in this paragraph 

terminates the requirements of paragraph (k) 

of this AD. 

(m) New Requirement of This AD: Internal 

HFEC Inspection 

For airplanes on which an external doubler 

repair has been installed as a modification 

that was done using a method other than that 

specified in Boeing 747 structural repair 

manual (SRM) 53–30–03, Figure 19, 25, 28 or 

34: Within 10,000 flight cycles after 

modification, or within 500 flight cycles after 

the effective date of this AD, whichever 

occurs later, do an internal HFEC inspection 

for cracking in the skin around the fasteners 

in the upper row of the lap joint, in 

accordance with Part 5 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009. If any crack is found, 

before further flight repair in accordance 

with Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009 (except as 

required by paragraph (p) of this AD), or do 

the modification specified in paragraph (n) of 

this AD. Repeat the inspection in affected 

uncracked areas at intervals not to exceed 

500 flight cycles, until the modification 

specified in paragraph (n) of this AD is done. 

Accomplishment of the initial inspection and 

all applicable corrective actions specified in 

this paragraph terminates the requirements of 

paragraph (k) of this AD. 

(n) New Requirement of This AD: External 

Doubler Modification 

For airplanes on which a protruding head 

fastener modification or a Boeing 747 SRM 

53–30–03 repair or modification has been 

installed that was not done using Boeing 747 

SRM 53–30–03, Figure 19, 25, 28, or 34, for 

the full length of the lap splice: Within 

14,000 flight cycles after the first repair or 

modification was done, or within 3,000 flight 

cycles after the effective date of this AD, 

whichever occurs later, modify the skin and 

do all post-modification inspections and 

repairs, in accordance with Part 3 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009, except as required by 

paragraph (o) of this AD. Do the postmodification inspection within 10,000 flight 

cycles after installation of the modification. 

Repeat the inspection thereafter at intervals 

not to exceed 3,000 flight cycles. All 

applicable repairs must be done before 

further flight. 

(o) Structural Modification 

The provisions of paragraphs (o)(1) and 

(o)(2) of this AD apply to airplanes on which 

no previous modification or repair has been 

installed in the affected area. 

(1) Accomplishment of the structural 

modification specified in Part 3 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2303, Revision 2, 

dated October 1, 2009, satisfies the 

requirements of AD 90–06–06, Amendment 

39–6490 (55 FR 8374, March 7, 1990), for 

only the corresponding modification 

specified in Boeing Alert Service Bulletin 

747–53A2303, dated June 2, 1988, and 

Revision 1, dated March 29, 1990; and 

Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009. 

(2) After accomplishment of the 

modification specified in paragraph (o)(1) of 

this AD, the applicable requirements and 

compliance times of paragraphs (l) and (m) 

of this AD apply. 

(p) Exception to Service Bulletin 

Specification 

Where Boeing Service Bulletin 747– 

53A2303, Revision 2, dated October 1, 2009, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (q) of this 

AD. 

(q) Alternative Methods of Compliance 

(AMOCs) 

(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 


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Federal Register / Vol. 77, No. 98 / Monday, May 21, 2012 / Rules and Regulations 29861 

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 emailed 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) or other 

person 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. 

(4) AMOCs approved previously in 

accordance with AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), are 

approved as AMOCs for the corresponding 

provisions of paragraphs (g) and (i) of this 

AD. AMOCs approved previously in 

accordance with AD 90–21–17, Amendment 

39–6768 (55 FR 41510, October 12, 1990), are 

approved as AMOCs for the corresponding 

provisions of paragraphs (j) and (n) of this 

AD only if the repair or preventive 

modification of the affected lap splice was 

done in accordance with Boeing Service 

Bulletin 747–53A2303, Revision 2, dated 

October 1, 2009, including Boeing Designated 

Engineering Representative (DER) or 

Airworthiness Representative (AR) approvals 

of deviations to Boeing Service Bulletin 747– 

53A2303, Revision 2, dated October 1, 2009. 

(r) Related Information 

For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone 425–917–6432; fax 425–917– 

6590; email: bill.ashforth@faa.gov. 

(s) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) of the 

following service information under 5 U.S.C. 

552(a) and 1 CFR part 51: 

(i) Boeing Alert Service Bulletin 747– 

53A2303, dated June 2, 1988. 

(ii) Boeing Alert Service Bulletin 747– 

53A2303, Revision 1, dated March 29, 1990. 

(iii) Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009. 

(2) 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; email me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

(3) You may review copies of the 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. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on May 8, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–11869 Filed 5–18–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0141; Directorate 

Identifier 2011–NM–092–AD; Amendment 

39–17054; AD 2012–10–05] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Fokker Services B.V. Model F.28 Mark 

0070 and 0100 airplanes. This AD was 

prompted by an in-flight failure of the 

hydraulic control panel, which resulted 

in the absence of pressure and quantity 

indication of the hydraulic system and 

accompanying alerts for ‘‘hydraulic 

system 1 low quantity’’ and ‘‘hydraulic 

system 2 low quantity.’’ This AD 

requires implementing new abnormal 

procedures for hydraulics in the 

airplane flight manual (AFM). We are 

issuing this AD to prevent loss of 

control of the airplane due to incorrect 

hydraulic system failure information 

being provided to the flightcrew, 

followed by application of inappropriate 

procedures. 

DATES: This AD becomes effective June 

25, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 25, 2012. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on February 14, 2012 (77 FR 

8181). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

An in-flight failure of the hydraulic control 

panel resulted in the absence of pressure and 

quantity indication of the hydraulic system 

and accompanying alerts for ‘‘hydraulic 

system 1 low quantity’’ and ‘‘hydraulic 

system 2 low quantity’’. The procedures 

prescribed the shut-off of the engine driven 

hydraulic pumps, resulting in complete 

absence of hydraulic pressure, which made it 

impossible to hydraulically control the flight 

controls, including the stabiliser. The status 

information contained in the procedures for 

these alerts may give the false impression 

that the stabiliser is still hydraulically 

controllable on one channel. The flight crew 

regained control by using the alternate 

electrically powered stabiliser control. 

A safety review revealed that a ‘‘hydraulic 

system 1 and 2 low quantity’’ alert could give 

the right information, however this alert is 

not available in the Flight Warning System. 

To solve this problem, Fokker Services 

improved the Hydraulic 1(2) Low Quantity 

Procedures in the Airplane Flight Manual 

(AFM). 

For the reasons described above, this 

[EASA] AD requires the implementation of 

new abnormal procedures for hydraulics in 

the AFM. 

The unsafe condition is possible loss of 

control of the airplane due to incorrect 

hydraulic system failure information 

being provided to the flightcrew, 

followed by application of inappropriate 

procedures. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (77 

FR 8181, February 14, 2012) or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 


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