Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 25601 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

Boeing: Docket No. FAA–2008–0520; 

Directorate Identifier 2008–NM–018–AD. 

Comments Due Date 

(a) We must receive comments by June 23, 

2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 777–

200 series airplanes, certificated in any 

category; as identified in Boeing Alert 

Service Bulletin 777–53A0051, dated 

November 8, 2007. 

Unsafe Condition 

(d) This AD results from a report of cracks 

found in the external skin on the left and 

right sides of the section 48 fuselage panel on 

two airplanes with skin wrinkles found at 

two of the external crack locations. We are 

issuing this AD to detect and correct wrinkles 

and cracks in certain external skin panels of 

section 48, which could join together and 

result in reduced structural integrity of 

support structure for the vertical and 

horizontal stabilizers and inability of the 

airplane to sustain limit loads. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Repetitive Inspections/Investigative and 

Corrective Actions 

(f) At the applicable compliance times 

specified in paragraph 1.E., ‘‘Compliance’’ of 

Boeing Alert Service Bulletin 777–53A0051, 

dated November 8, 2007, except as provided 

by paragraph (g) of this AD: Do the applicable 

inspections for any wrinkle of the external 

skin and for cracking at the fuselage 

bulkhead shear tie end fastener locations at 

Stations 2195.75, 2221.65, and 2245.70 of the 

section 48 panel of the fuselage, between 

stringers 5 and 10 on the left and right sides; 

and do all the applicable investigative and 

corrective actions; by doing all of the 

applicable actions in accordance with the 

Accomplishment Instructions of the service 

bulletin, except as provided by paragraph (h) 

of this AD. Do all applicable investigative 

and corrective actions before further flight. 

Repeat the applicable inspections thereafter 

at the applicable intervals specified in 

paragraph 1.E. of the service bulletin. 

Exception to Compliance Times 

(g) Where Boeing Alert Service Bulletin 

777–53A0051, dated November 8, 2007, 

specifies counting the compliance time from 

‘‘* * * the date on this service bulletin,’’ this 

AD requires counting the compliance time 

from the effective date of this AD. 

Exception to Corrective Actions 

(h) If any damage beyond the repair limits 

specified in Boeing Alert Service Bulletin 

777–53A0051, dated November 8, 2007, is 

found during any inspection required by this 

AD, and the service bulletin 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 (i) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Duong Tran, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6452; fax 

(425) 917–6590 has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane. 

Issued in Renton, Washington, on April 25, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–10059 Filed 5–6–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0043; Directorate 

Identifier 2007–NM–058–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747SR, and 747SP 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: The FAA is revising an earlier 

NPRM for an airworthiness directive 

(AD) that applies to certain Boeing 

Model 747 series airplanes. The original 

NPRM would have superseded an 

existing AD that currently requires 

inspecting to detect cracking in certain 

lower lobe fuselage skin lap joints, 

doing repetitive inspections for cracking 

at certain fastener locations having 

countersunk fasteners, and replacing 

countersunk fasteners with protruding 

head fasteners at certain fastener 

locations. The original NPRM proposed 

to replace a previous high-frequency 

eddy current (HFEC) inspection method 

with a new HFEC inspection method, 

add a one-time inspection for cracking 

of certain airplanes, and terminate the 

adjustment factor for the inspection 

compliance times based on cabin 

differential pressure. The original 

NPRM also included an inspection at an 

additional lap joint. The original NPRM 

resulted from reports of fuselage skin 

cracks found at certain countersunk 

fastener locations in the upper row of 

lap joints near the wing-to-body fairings, 

and from a report that the presence of 

Alodine-coated rivets could cause faulty 

results during the required inspections 

using the optional sliding probe HFEC 

inspection method specified in the 

existing AD. This new action revises the 

original NPRM by including inspections 

at additional lap joint locations and by 

removing inspections at certain other 

lap joint locations. We are proposing 

this supplemental NPRM to prevent 

reduced structural integrity of the 

fuselage. 

DATES: We must receive comments on 

this supplemental NPRM by June 2, 

2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

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 


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25602 Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2007–0043; Directorate Identifier 

2007–NM–058–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 

We proposed to amend part 39 of the 

Federal Aviation Regulations (14 CFR 

part 39) with a notice of proposed 

rulemaking (NPRM) for an AD (the 

‘‘original NPRM’’) to supersede AD 94–

15–06, amendment 39–8977 (59 FR 

37659, July 25, 1994). The original 

NPRM applied to certain Boeing Model 

747 series airplanes. The original NPRM 

was published in the Federal Register 

on October 17, 2007 (72 FR 58777). The 

original NPRM proposed to retain 

certain requirements of AD 94–15–06. 

The original NPRM also proposed to 

replace a previous high-frequency eddy 

current (HFEC) inspection method with 

a new HFEC inspection method, add a 

one-time inspection for cracking of 

certain airplanes, and terminate the 

adjustment factor for the inspection 

compliance times based on cabin 

differential pressure. The original 

NPRM also proposed to require an 

inspection at an additional lap joint. 

Actions Since Original NPRM Was 

Issued 

Since we issued the original NPRM, 

we have determined that the 

requirements of AD 94–15–06 included 

additional errors in lap joint locations 

that would require a general visual 

inspection for countersunk fasteners for 

certain Boeing Model 747SP airplanes. 

The errors are as follows: 

• The requirements of AD 94–15–06 

included body station (BS) 520 to 1000 

at stringer (S)–34L, S–34R, S–39L, S–

39R, S–44L, and S–44R, but should have 

included only BS 560 to 800 at those 

stringer locations. (See paragraph (j)(2) 

of this supplemental NPRM.) 

• The requirements of AD 94–15–06 

included BS 1480 to 1741 at S–34L, S–

34R, S–40L, and S–40R, but should have 

included only BS 1640 to 1741 at those 

stringer locations. (See paragraph (j)(2) 

of this supplemental NPRM.) 

• The requirements of AD 94–15–06 

did not include BS 1741 to 1901 at S–

34L, S–34R, S–40L, and S–40R. (See 

paragraph (q)(1) of this supplemental 

NPRM.) 

• The requirements of AD 94–15–06 

did not include the lap joint at stringer 

location S–46L in the list of lap joints 

requiring inspection for Model 747SP 

airplanes. We included BS 520 to 1000 

at that stringer location in the original 

NPRM, but should instead have 

included BS 1640 to 1901. (See 

paragraph (q)(1) of this supplemental 

NPRM.) 

Therefore, we have revised 

paragraphs (j)(2) and (q)(1) of this 

supplemental NPRM to correct the body 

station and stringer locations. 

Comments 

We have considered the following 

comments on the original NPRM. 

Request To Revise Alternative Methods 

of Compliance (AMOCs) Paragraph 

Boeing requests that we revise 

paragraph (v)(4) of the original NPRM to 

read: ‘‘AMOCs approved previously in 

accordance with AD 94–15–06 for 

airplane line numbers 630 through 814 

inclusive, are approved as AMOCs for 

the corresponding provisions of this AD 

if the AMOC does not involve using the 

existing sliding probe HFEC or alternate 

skin inspection method specified in 

Boeing Service Bulletin 747–53A2312, 

Revision 2, dated October 8, 1992, or an 

earlier version. AMOCs approved 

previously in accordance with AD 94–

15–06 for airplane line numbers 201 

through 629 inclusive are approved as 

AMOCs for the corresponding 

provisions of this AD regardless if the 

AMOC involves using the existing 

sliding probe HFEC or alternate skin 

inspection method specified in Boeing 

Service Bulletin 747–53A2312, Revision 

2, dated October 8, 1992, or an earlier 

version.’’ Boeing explains that for 

airplane line numbers 630 through 814, 

the sliding probe HFEC inspection 

method can produce incorrect results 

due to the possibility that Alodine rivets 

are installed. However, airplanes with 

line numbers in the range 201 through 

629 did not have Alodine rivets 

installed in production, and therefore 

the sliding probe HFEC inspection 

method is a valid inspection. 

We agree with the commenter for the 

reasons stated. We have included the 

requested information in a revised 

paragraph (v)(4) and a new paragraph 

(v)(5) in this supplemental NPRM. 

Request To Specify Use of Only 

Revision 3 of Service Bulletin 

Boeing requests that we specify in 

paragraph (q) of the original NPRM that 

Boeing Alert Service Bulletin 747–

53A2312, Revision 3, dated February 8, 

2007 (the appropriate source of service 

information for certain actions proposed 

in the NPRM), must be used after the 

effective date of the AD. Boeing explains 

that this change would ensure that the 

most recent revision of the service 

bulletin is followed. 

We agree with Boeing’s request. The 

procedures in Revision 2 of the service 

bulletin specify to inspect a smaller area 

than that specified in Revision 3. 

Therefore, we have changed paragraph 

(q) of this supplemental NPRM to 

include only Revision 3 of the service 

bulletin as the appropriate source of 

service information for doing the 

proposed actions. 

Request To Revise ‘‘Actions Since 

Existing AD Was Issued’’ Section of 

NPRM 

Boeing asks that we revise the 

‘‘Actions Since Existing AD Was 

Issued’’ paragraph of the original NPRM 

to add the words ‘‘for certain airplanes’’

to the end of the following sentence: 

‘‘The sliding probe HFEC (high 

frequency eddy current) inspection 

specified in the previous revisions of 

the service bulletin would no longer be 

allowed in this proposed AD.’’ Boeing 

explains that Boeing Alert Service 

Bulletin 747–53A2312, Revision 3, 

allows using the sliding probe 

procedure as an alternative HFEC 

inspection procedure for Group 1 

airplanes only, as specified in Note 2 of 

Figure 5 of the service bulletin. Those 

airplanes were not delivered with 

Alodine rivets. 

We partially agree. We agree that the 

sliding probe HFEC inspection 


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procedure is an acceptable inspection 

procedure for Group 1 airplanes, as the 

commenter explained. However the 

‘‘Actions Since Existing AD Was 

Issued’’ section of the preamble of the 

original NPRM is not repeated in this 

supplemental NPRM. Therefore, we 

have not changed this supplemental 

NPRM in this regard. 

Request To Revise ‘‘Relevant Service 

Information’’ Section of NPRM 

Boeing asks that we delete the words 

‘‘and repair if necessary’’ from the end 

of the following sentence in the 

‘‘Relevant Service Information’’ section 

of the original NPRM: ‘‘However, 

Revision 3 * * * gives instructions for 

a special (one-time) inspection for 

cracking of airplanes * * * and on 

which the sliding probe HFEC 

inspection method was used during the 

last skin inspection, and repair if 

necessary.’’ Boeing states that this 

change would eliminate potential 

confusion because the sliding probe 

inspection does not apply to 

modifications or repairs. 

We disagree with the requested 

change. The phrase ‘‘repair if necessary’’

is intended to state that the repair is 

necessary if a crack is found during the 

special (one-time) inspection. 

Furthermore, the ‘‘Relevant Service 

Information’’ section is not repeated in 

this supplemental NPRM. Therefore, we 

have not changed this supplemental 

NPRM in this regard. 

Request To Capitalize ‘‘Alodine’’

Boeing points out that the term 

‘‘Alodine’’ in the original NPRM should 

be capitalized because ‘‘Alodine’’ is a 

trademarked name. 

We agree. We have revised several 

sections of this supplemental NPRM to 

reflect this change. 

Explanation of Clarification 

We have clarified paragraph (p), 

‘‘Post-modification Inspections for all 

Airplanes,’’ of this supplemental NPRM 

to specify that the post-modification 

inspection is done at all fastener 

locations where a countersunk fastener 

was found during the inspection 

required by paragraph (j) or (q)(1) of the 

proposed AD. 

FAA’s Determination and Proposed 

Requirements of the Supplemental 

NPRM 

The changes to the body station and 

stringer locations and the change to the 

service information specified in 

paragraph (q) discussed above expand 

the scope of the original NPRM; 

therefore, we have determined that it is 

necessary to reopen the comment period 

to provide additional opportunity for 

public comment on this supplemental 

NPRM. 

Costs of Compliance 

There are about 348 airplanes in the 

worldwide fleet. We estimate that this 

proposed AD would affect 90 airplanes 

of U.S. registry. The issue associated 

with Alodine-coated aluminum rivets 

occurs on 162 airplanes in the 

worldwide fleet and affects 24 airplanes 

of U.S. registry. The following table 

provides the estimated costs for U.S. 

operators to comply with this proposed 

AD. The average labor rate is $80 per 

work hour. 

ESTIMATED COSTS

Action Work hours Parts 

Number of 

affected 

airplanes 

Cost per airplane Fleet cost 

Inspections (required by AD 94–15–06 and retained in this AD).14 $0 90 $1,120, per inspection 

cycle.

$100,800, per inspection cycle. 

Inspections (required by AD 94–15–06 and retained in this AD).82 0 90 $6,560, per inspection 

cycle.

$590,400, per inspection cycle. 

Modification (required by AD 94–15–06 and retained in this proposed AD).124 (1) 90 $9,920 ......................... $892,800. 

One-time inspection (new proposed action) ..... 4 0 24 $320 ............................ $7,680. 

1 Minimal. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this supplemental NPRM and placed it 

in the AD docket. See the ADDRESSES

section for a location to examine the 

regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, 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: 


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25604 Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–8977 (59 

FR 37659, July 25, 1994) and by adding 

the following new airworthiness 

directive (AD): 

Boeing: Docket No. FAA–2007–0043; 

Directorate Identifier 2007–NM–058–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by June 2, 2008. 

Affected ADs 

(b) This AD supersedes AD 94–15–06. 

Applicability 

(c) This AD applies to Boeing Model 747–

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

747–200C, 747–200F, 747–300, 747–400, 

747SR, and 747SP series airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin 747–53A2312, 

Revision 3, dated February 8, 2007. 

Unsafe Condition 

(d) This AD results from reports of fuselage 

skin cracks found at certain countersunk 

fastener locations in the upper row of lap 

joints near the wing-to-body fairings, and 

from a report that the presence of Alodinecoated rivets could cause faulty results 

during the required inspections using the 

optional sliding probe HFEC inspection 

method specified in AD 94–15–06. We are 

issuing this AD to prevent reduced structural 

integrity of the fuselage. 

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. 

Requirements of AD 94–15–06 With Revised 

Body Station and Stringer Locations 

Inspections for Airplanes Having Line 

Numbers 201 through 765 Inclusive 

(f) For airplanes having line numbers 201 

through 765 inclusive: Conduct a high 

frequency eddy current (HFEC) inspection to 

detect cracking of the lower lobe lap joints 

in the vicinity of the wing-to-body fairings, 

in accordance with Boeing Alert Service 

Bulletin 747–53A2312, dated June 12, 1989; 

Revision 1, dated March 29, 1990; Revision 

2, dated October 8, 1992; or Revision 3, dated 

February 8, 2007; except as provided by 

paragraph (u) of this AD; at the time specified 

in paragraph (f)(1), (f)(2), (f)(3), or (f)(4) of 

this AD, as applicable. As of the effective 

date of this AD, only Revision 3 shall be 

used. Repeat this inspection thereafter at 

intervals not to exceed 4,000 landings until 

the inspection required by paragraph (j) of 

this AD is accomplished. 

(1) For airplanes that have accumulated 

less than 11,200 total landings as of February 

5, 1990 (the effective date of AD 90–01–07, 

amendment 39–6440, which was superseded 

by AD 94–15–06): Prior to the accumulation 

of 11,000 total landings, or within the next 

1,000 landings after February 5, 1990, 

whichever occurs later. 

(2) For airplanes that have accumulated 

11,200 or more total landings but less than 

15,201 total landings as of February 5, 1990: 

Within the next 1,000 landings after February 

5, 1990, or prior to the accumulation of 

15,500 total landings, whichever occurs 

earlier. 

(3) For airplanes that have accumulated 

15,201 or more total landings but less than 

18,200 total landings as of February 5, 1990: 

Within the next 300 landings after February 

5, 1990, or prior to the accumulation of 

18,250 total landings, whichever occurs 

earlier. 

(4) For airplanes that have accumulated 

18,200 or more landings as of February 5, 

1990: Within the next 50 landings after 

February 5, 1990. 

Repair and Modification for Airplanes 

Having Line Numbers 201 Through 765 

Inclusive 

(g) For airplanes having line numbers 201 

through 765 inclusive: Accomplish the 

requirements of paragraphs (g)(1) and (g)(2) 

of this AD. 

(1) If any cracking is detected during the 

inspections required by paragraph (f) of this 

AD, prior to further flight, repair in 

accordance with Boeing Alert Service 

Bulletin 747–53A2312, dated June 12, 1989; 

Revision 1, dated March 29, 1990; Revision 

2, dated October 8, 1992; or Revision 3, dated 

February 8, 2007; except as provided by 

paragraph (u) of this AD. As of the effective 

date of this AD, only Revision 3 shall be 

used. 

(2) Prior to the accumulation of 20,000 

total landings, or within the next 3,000 

landings after February 5, 1990 (the effective 

date of AD 90–01–07), whichever occurs 

later, modify the airplane by replacing 

countersunk fasteners in the upper row of the 

lower lobe lap joints in the vicinity of the 

wing-to-body fairings with protruding head 

fasteners, in accordance with the procedures 

described in Boeing Alert Service Bulletin 

747–53A2312, dated June 12, 1989; Revision 

1, dated March 29, 1990; Revision 2, dated 

October 8, 1992; or Revision 3, dated 

February 8, 2007; except as provided by 

paragraph (u) of this AD. As of the effective 

date of this AD, only Revision 3 shall be 

used. 

Adjustments for Cabin Differential Pressure 

for Airplanes Having Line Numbers 201 

Through 765 Inclusive 

(h) For airplanes having line numbers 201 

through 765 inclusive: Before the effective 

date of this AD, for purposes of complying 

with paragraphs (f) and (g) of this AD, the 

number of landings may be determined to 

equal the number of pressurization cycles 

where the cabin pressure differential was 

greater than 2.0 psi. 

(i) For airplanes having line numbers 201 

through 765 inclusive: Before the effective 

date of this AD, for Model 747SR series 

airplanes only, based on continued mixed 

operation of lower cabin differentials, the 

inspection and modification compliance 

times specified in paragraphs (f) and (g) of 

this AD may be multiplied by a 1.2 

adjustment factor. 

General Visual Inspection for Countersunk 

Fasteners for All Airplanes 

(j) For all airplanes: Prior to the 

accumulation of 11,000 total landings, or 

within 1,000 landings after August 24, 1994 

(the effective date of AD 94–15–06), 

whichever occurs later, conduct a general 

visual inspection, unless previously 

accomplished within the last 3,000 landings 

prior to August 24, 1994, to determine if 

countersunk fasteners have been installed in 

the lap joints listed in paragraph (j)(1) or 

(j)(2) of this AD, as applicable, in accordance 

with the procedures described in Boeing 

Service Bulletin 747–53A2312, Revision 2, 

dated October 8, 1992; or Revision 3, dated 

February 8, 2007; except as provided by 

paragraph (u) of this AD. As of the effective 

date of this AD, only Revision 3 shall be 

used. Accomplishment of this inspection 

terminates the inspection requirements of 

paragraph (f) of this AD. 

(1) For Model 747–100, –200, –300, –400, 

and 747SR series airplanes: From body 

stations (BS) 741 to 1000 at stringers (S)–34L, 

S–34R, S–39L, S–39R, S–44L, and S–44R, 

and from BS 1480 to 1741 at S–34L, S–34R, 

S–40L, and S–40R. 

(2) For Model 747SP series airplanes: From 

BS 560 to 800 at S–34L, S–34R, S–39L, S–

39R, S–44L, and S–44R, and from BS 1640 

to 1741 at S–34L, S–34R, S–40L, and S–40R. 

Corrective Action for Countersunk Fasteners 

for All Airplanes 

(k) For all airplanes: If no countersunk 

fastener is found in the upper row of a lap 

joint during the inspection required by 

paragraph (j) of this AD, no further action is 

required by this AD for that lap joint. 

(l) For all airplanes: If any countersunk 

fastener is found in the upper row of a lap 

joint during the inspection required by 

paragraph (j) of this AD, prior to further 

flight, perform a high frequency eddy current 

(HFEC) inspection to detect cracking at all 

fastener locations in the lap joint where a 

countersunk fastener was found during the 

inspection required by paragraph (j) of this 

AD, in accordance with the procedures 

described in Boeing Service Bulletin 747–

53A2312, Revision 2, dated October 8, 1992; 

or Revision 3, dated February 8, 2007; except 

as provided by paragraph (u) of this AD. As 

of the effective date of this AD, only Revision 

3 shall be used. 

Repetitive Inspections 

(m) If no cracking is detected during any 

inspection required by paragraphs (l) and (q) 

of this AD, at any fastener location where a 

countersunk fastener was found during the 

inspection required by paragraph (j) or (q)(1) 

of this AD, repeat the HFEC inspection 

thereafter at intervals not to exceed 4,000 

landings, in accordance with the procedures 

described in Boeing Service Bulletin 747–

53A2312, Revision 2, dated October 8, 1992; 

or Revision 3, dated February 8, 2007; except 


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Federal Register / Vol. 73, No. 89 / Wednesday, May 7, 2008 / Proposed Rules 25605 

as provided by paragraph (u) of this AD. As 

of the effective date of this AD, only Revision 

3 shall be used. As an alternative to the HFEC 

inspection, operators may perform a detailed 

inspection to detect cracking at any fastener 

location where a countersunk fasteners was 

found, in accordance with the procedures 

described in Boeing Service Bulletin 747–

53A2312, Revision 3, dated February 8, 2007; 

except as provided by paragraph (u) of this 

AD. Perform the detailed inspection within 

the next 4,000 landings after the HFEC 

inspection required by paragraph (l) of this 

AD, and repeat the inspection thereafter at 

intervals not to exceed 500 landings. At any 

of the subsequent inspection cycles, 

operators may use either inspection method 

provided that the corresponding inspection 

interval is used to determine the compliance 

time of the next inspection. 

(n) If cracking is detected during any 

inspection required by paragraph (l), (m), (p), 

or (q) of this AD, at any fastener location 

where a countersunk fastener was found 

during the inspection required by paragraph 

(j) or (q)(1) of this AD, prior to further flight, 

repair and modify that lap joint in 

accordance with Boeing Service Bulletin 

747–53A2312, Revision 2, dated October 8, 

1992; or Revision 3, dated February 8, 2007; 

except as provided by paragraph (u) of this 

AD. As of the effective date of this AD, only 

Revision 3 shall be used. Accomplishment of 

this repair and modification terminates the 

repetitive inspections required by paragraph 

(m) of this AD for that lap joint. 

Modification of Countersunk Fasteners for 

All Airplanes 

(o) For all airplanes: Prior to the 

accumulation of 20,000 total landings or 

within 1,000 landings after August 24, 1994, 

whichever occurs later, modify all fastener 

locations where a countersunk fastener was 

found during the inspections required by 

paragraph (j) of this AD, in accordance with 

the procedures described in Boeing Service 

Bulletin 747–53A2312, Revision 2, dated 

October 8, 1992; or Revision 3, dated 

February 8, 2007; except as provided by 

paragraph (u) of this AD. As of the effective 

date of this AD, only Revision 3 shall be 

used. For purposes of complying with the 

requirements of this paragraph, fastener 

locations that were previously modified in 

accordance with paragraph (g) or (n) of this 

AD do not need to be modified again. 

Accomplishment of this modification 

terminates the repetitive inspections required 

by paragraph (m) of this AD for the modified 

fastener locations. 

Post-Modification Inspections for All 

Airplanes 

(p) For all airplanes: Prior to the 

accumulation of 10,000 total landings 

following the modification required by 

paragraph (g), (n), (o), (q) or (s) of this AD, 

perform an HFEC inspection to detect 

cracking at all fastener locations where a 

countersunk fastener was found during the 

inspection required by paragraph (j) or (q)(1) 

of this AD, and repeat this inspection 

thereafter at intervals not to exceed 4,000 

landings, in accordance with the procedures 

described in Boeing Service Bulletin 747–

53A2312, Revision 2, dated October 8, 1992; 

or Revision 3, dated February 8, 2007; except 

as provided by paragraph (u) of this AD. As 

of the effective date of this AD, only Revision 

3 shall be used. 

New Requirements of This AD 

General Visual Inspection for Countersunk 

Fasteners and Modification for Model 747SP 

Airplanes at Stringers S–34L, S–34R, S–40L, 

S–40R, and S–46L 

(q) For Model 747SP series airplanes 

having line numbers 201 through 814 

inclusive, do the actions in paragraphs (q)(1) 

and (q)(2) of this AD at the times specified 

in those paragraphs. 

(1) Prior to the accumulation of 11,000 

total landings, or within 1,000 landings as of 

the effective date of this AD, whichever 

occurs later, unless previously accomplished 

within the last 3,000 landings prior to the 

effective date of this AD, conduct a general 

visual inspection of the lap joint from BS 

1640 to 1901 at stringer S–46L, and from BS 

1741 to 1901 at S–34L, S–34R, S–40L, and S–

40R, to determine if countersunk fasteners 

have been installed in the specified area, in 

accordance with the procedures described in 

Boeing Service Bulletin 747–53A2312, 

Revision 3, dated February 8, 2007; except as 

provided by paragraph (u) of this AD. 

(i) If no countersunk fastener is found in 

the upper row of the lap joint during the 

inspection, no further action is required by 

this AD for the lap joint. 

(ii) If any countersunk fastener is found in 

the upper row of the lap joint, prior to further 

flight, perform an HFEC inspection to detect 

cracking at all fastener locations where a 

countersunk fastener was found, in 

accordance with the procedures described in 

Boeing Service Bulletin 747–53A2312, 

Revision 3, dated February 8, 2007; except as 

provided by paragraph (u) of this AD. 

A. If no cracking is found, repeat the 

inspection thereafter in accordance with the 

requirements of paragraph (m) of this AD. 

B. If any cracking is found, prior to further 

flight, repair and modify the lap joint as 

required by paragraph (n) of this AD. 

(2) Prior to the accumulation of 20,000 

total landings, or within 1,000 landings as of 

the effective date of this AD, whichever 

occurs later, modify all fastener locations 

where a countersunk fastener was found, 

during the inspection required by paragraph 

(q)(1) of this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–53A2312, Revision 3, 

dated February 8, 2007; except as provided 

by paragraph (u) of this AD. For purposes of 

complying with the requirements of this AD, 

fastener locations that were previously 

modified in accordance with paragraph (n) of 

this AD do not need to be modified again. 

Accomplishment of this modification 

terminates the repetitive inspections required 

by paragraph (m) of this AD for the modified 

fastener locations. 

Adjustments to Compliance Time: Cabin 

Differential Pressure 

(r) For the purposes of calculating the 

compliance threshold and repetitive intervals 

for actions required by paragraphs (f) and (g) 

of this AD, as of the effective date of this AD: 

All flight cycles, including the number of 

flight cycles in which cabin differential 

pressure is at 2.0 psi or less, must be counted 

when determining the number of flight cycles 

that have occurred on the airplane, and a 1.2 

adjustment factor may not be used. However, 

for airplanes on which the repetitive 

intervals for the actions required by 

paragraph (f) of this AD have been calculated 

in accordance with paragraph (h) and/or (i) 

of this AD by excluding the number of flight 

cycles in which cabin differential pressure is 

at 2.0 pounds psi or less, and/or by using a 

1.2 adjustment factor: Continue to adjust the 

repetitive intervals in accordance with 

paragraph (h) and/or (i) of this AD until the 

next inspection required by paragraph (f) of 

this AD is accomplished. Thereafter, no 

adjustment to compliance times based on 

paragraph (h) and/or (i) of this AD is allowed. 

Special One-Time Inspection for Cracking of 

Certain Airplanes 

(s) For airplanes with line numbers 630 

through 814 inclusive that meet the 

conditions specified in paragraphs (s)(1) and 

(s)(2) of this AD: Within 300 flight cycles 

after the effective date of this AD, or within 

500 flight cycles after the most recent sliding 

probe inspection done in accordance with 

Boeing Alert Service Bulletin 747–53A2312, 

Revision 1, dated March 29, 1990; or 

Revision 2, dated October 8, 1992; whichever 

occurs later, do a special one-time HFEC 

inspection or a special one-time detailed 

inspection for cracking, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2312, 

Revision 3, dated February 8, 2007. If any 

cracking is found in a lap joint, before further 

flight, repair and modify that lap joint in 

accordance with Boeing Service Bulletin 

747–53A2312, Revision 3, dated February 8, 

2007; except as provided by paragraph (u) of 

this AD. Accomplishment of this repair and 

modification terminates the repetitive 

inspections required by paragraph (m) of this 

AD for that lap joint. This special one-time 

inspection is not required for lap joints that 

have been modified in accordance with 

paragraph (g), (n), (o), or (q) of this AD. 

(1) Airplanes that have not been modified 

in accordance with paragraph (g) or (o) of this 

AD. 

(2) Airplanes on which the sliding probe 

HFEC inspection method specified in Boeing 

Service Bulletin 747–53A2312, Revision 1, 

dated March 29, 1990; or Revision 2, dated 

October 8, 1992; was used during the last 

skin inspection required by paragraph (f), (l), 

or (m) of this AD. 

Actions After the Special One-Time 

Inspection if No Cracking Is Found 

(t) For airplanes specified in paragraph (s) 

of this AD on which no cracking is found 

during the special one-time inspection, do 

the applicable repetitive inspections 

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

AD. 

(1) If the special one-time inspection was 

done using the HFEC inspection method in 

accordance with paragraph (s) of this AD, 

perform the next inspection required by 

paragraph (m) of this AD within the next 

4,000 flight cycles after doing the inspection 


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required by paragraph (s) of this AD, and 

repeat the inspection thereafter in accordance 

with paragraph (m) of this AD. 

(2) If the special one-time inspection was 

done using the detailed inspection method in 

accordance with paragraph (s) of this AD, 

perform the next inspection required by 

paragraph (m) of this AD within the next 500 

flight cycles after doing the inspection 

required by paragraph (s) of this AD, and 

repeat the inspection thereafter in accordance 

with paragraph (m) of this AD. 

Contacting the Manufacturer 

(u) Where Boeing Alert Service Bulletin 

747–53A2312, Revision 3, dated February 8, 

2007, specifies to contact Boeing for 

appropriate action for a repair or inspection, 

before further flight, do the applicable action 

in paragraph (u)(1) or (u)(2) of this AD. 

(1) Do the repair using a method approved 

in accordance with the procedures specified 

in paragraph (v) of this AD. 

(2) Do the inspection using a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA. For a repair 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically refer to this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(v)(1) The Manager, Seattle ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested in accordance with the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(3) An AMOC that provides an acceptable 

level of safety shall be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 94–15–06 for airplane 

line numbers 630 through 814 inclusive are 

approved as AMOCs for the corresponding 

provisions of this AD if the AMOC does not 

involve using the existing sliding probe 

HFEC skin inspection method specified in 

Boeing Service Bulletin 747–53A2312, 

Revision 2, dated October 8, 1992, or an 

earlier version. In addition, the provisions of 

paragraph (r) of this AD must be applied to 

AMOCs approved previously in accordance 

with AD 94–15–06, amendment 39–8977, 

where applicable. 

(5) AMOCs approved previously in 

accordance with AD 94–15–06 for airplane 

line numbers 201 through 629 inclusive are 

approved as AMOCs for the corresponding 

provisions of this AD. In addition, the 

provisions of paragraph (r) of this AD must 

be applied to AMOCs approved previously in 

accordance with AD 94–15–06, where 

applicable. 

Issued in Renton, Washington, on April 30, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–10060 Filed 5–6–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0194; Directorate 

Identifier 2007–NM–263–AD] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER) Model EMB–135BJ 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. This proposed AD 

results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Fuel system reassessment, performed 

according to RBHA–E88/SFAR–88 

(Regulamento Brasileiro de Homologacao 

Aeronautica 88/Special Federal Aviation 

Regulation No. 88), requires the inclusion of 

new maintenance tasks in the Critical Design 

Configuration Control Limitations (CDCCL) 

and in the Fuel System Limitations (FSL), 

necessary to preclude ignition sources in the 

fuel system. * * * 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by May 27, 2008. 

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 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

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: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1405; fax (425) 227–1149. 

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–2008–0194; Directorate Identifier 

2007–NM–263–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 based on 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 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

February 21, 2008 (73 FR 9500). That 

earlier NPRM proposed to require 

actions intended to address the unsafe 

condition for the products listed above. 

Since that earlier NPRM was issued, 

we have determined that for certain 

airplanes the initial compliance times 


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