38074 Federal Register / Vol. 76, No. 125 / Wednesday, June 29, 2011 / Proposed Rules 

Boeing Alert Service Bulletin 777–57A0087, 

dated November 11, 2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD was prompted by reports of 

cracks found in the web pockets of the wing 

center section spanwise beams. We are 

issuing this AD to detect and correct cracking 

in the WCS spanwise beams, which could 

result in reduced structural integrity of the 

wings. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Repetitive Inspections and Corrective 

Actions 

(g) At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD, do a 

detailed inspection and a high frequency 

eddy current inspection for cracks of the web 

pockets of the WCS spanwise beams numbers 

1, 2, and 3; and a detailed inspection for 

cracks of any previously installed repairs; in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–57A0087, dated November 11, 2010. 

Repeat the inspections thereafter at intervals 

not to exceed 8,000 flight cycles. 

(1) Before the accumulation of 8,000 total 

flight cycles. 

(2) Within 6,000 flight cycles, or 1,125 

days, after the effective date of this AD, 

whichever occurs first. 

(h) If any cracking is found during any 

inspection required by paragraph (g) of this 

AD, before further flight, repair the crack, 

including related investigative actions and all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 777–57A0087, 

dated November 11, 2010; except where 

Boeing Alert Service Bulletin 777–57A0087, 

dated November 11, 2010, specifies to 

contact Boeing for repair instructions, before 

further flight, repair the cracking 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, 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. 

Related Information 

(j) For more information about this AD, 

contact Duong Tran, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; phone: (425) 917–6452; fax: (425) 917– 

6590; e-mail: duong.tran@faa.gov. 

(k) 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, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on June 17, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–16368 Filed 6–28–11; 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] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, 747–100B, 

747–200B, 747–200C, 747–200F, 747– 

300, 747SR, and 747SP Series 

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 series airplanes. The existing 

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 

proposed AD would shorten the interval 

for the repetitive inspections, require 

modification for certain airplanes, and 

require certain post-modification 

inspections for other airplanes. This 

proposed AD results 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. We are proposing 

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. Such cracking could result in 

sudden loss of cabin pressurization and 

the inability of the fuselage to withstand 

fail-safe loads. 

DATES: We must receive comments on 

this proposed AD by August 15, 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 


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ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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; telephone 425–917–6432; 

fax 425–917–6590; e-mail: 

bill.ashforth@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–2011–0645; Directorate Identifier 

2010–NM–009–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 October 1, 1990, we issued AD 

90–21–17, amendment 39–6768 (55 FR 

41510, October 12, 1990), for certain 

Model 747 series airplanes. That AD 

requires inspection of the fuselage skin 

lap splice between body station (BS) 400 

and BS 520 at stringers (S) 6L or S–6R, 

and repair if necessary. That AD 

resulted from reports of multiple 

adjacent cracks on one airplane. We 

issued that AD to detect and correct 

such cracking, which could result in 

sudden loss of cabin pressurization and 

the inability of the airplane fuselage to 

withstand fail-safe loads. 

Actions Since Existing AD Was Issued 

Since we issued AD 90–21–17, Boeing 

performed a fleet-wide evaluation of the 

Model 747 skin lap joints for 

widespread fatigue damage (WFD) and 

concluded that the existing repetitive 

interval of both the pre- and postmodification inspections needs to be 

reduced to preclude WFD. In addition, 

Boeing has determined that one of the 

existing modification options, which 

allow installation of protruding head 

fasteners without external 

reinforcement, does not provide 

adequate durability for WFD and must 

be prohibited, and all previously 

accomplished modifications that are 

inadequately reinforced (i.e., lap joints 

that have no external reinforcement or 

are only partially reinforced) must be 

reworked. 

Relevant Service Information 

The appropriate source of service 

information for the required actions in 

AD 90–21–17 is Boeing Alert Service 

Bulletin 747–53A2303, dated June 2, 

1988; and Revision 1, dated March 29, 

1990. Boeing has since issued Boeing 

Service Bulletin 747–53A2303, Revision 

2, dated October 1, 2009, which does 

the following: 

• Shortens the interval for repetitive 

inspections from 5,000 to 3,000 flight 

cycles, with a grace period of 1,000 

flight cycles after the date on Revision 

2 of the service bulletin. 

• Adds installation of reinforcing 

doublers to the upper and lower skin of 

the lap splice for certain modified 

airplanes. 

• Adds post-modification inspections 

which are internal and external highfrequency eddy current inspections for 

cracking in the area of the modification. 

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 90–21– 

17, retain its requirements, and require 

accomplishing the actions specified in 

Boeing Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009, 

described previously. 

Changes to Existing AD 

We have made the following changes 

to the existing AD: 

1. Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA). We have revised 

paragraph (p) in this proposed AD to 

add delegation of authority to Boeing 

Commercial Airplanes ODA to approve 

an alternative method of compliance for 

any repair required by this AD. 

2. Boeing Service Bulletin 747– 

53A2303, Revision 2, dated October 1, 

2009, specifies contacting the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

3. Paragraph A. of AD 90–21–17 

specifies doing a ‘‘close visual’’ 

inspection. We have revised that 

paragraph (paragraph (g) in this NPRM) 

to also refer to a ‘‘detailed inspection’’ 

to correspond to the terminology used 

in Service Bulletin 747–53A2303, 

Revision 2, dated October 1, 2009. New 

Note 1 in this NPRM defines a detailed 

inspection. 

4. This proposed AD would retain the 

requirements of AD 90–21–17. Since 

that AD was issued, the AD format has 

been revised, and certain paragraphs 

have been rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

90–21–17 

Corresponding 

requirement in this 

proposed AD 

paragraph A paragraph (g) 

paragraph B paragraph (h) 

paragraph C paragraph (i) 

paragraph D paragraph (j) 

paragraph E paragraph (k) 

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 proposed AD. 

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per airplane Fleet cost 

Inspection (required by 

AD 90–21–17).

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

cycle.

$43,520 per inspection 

cycle. 


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ESTIMATED COSTS—Continued 

Action Work hours Average labor 

rate per hour Parts Cost per airplane Fleet cost 

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

$2,064.

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

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing amendment 39–6768 (55 FR 

41510, October 12, 1990) and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2010–0645; Directorate Identifier 2010– 

NM–009–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by August 15, 2011. 

Affected ADs 

(b) This AD supersedes AD 90–21–17, 

Amendment 39–6768. 

Applicability 

(c) 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. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results 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. 

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 90–21– 

17, Amendment 39–6768, With Revised 

Service Information, Reduced Inspection 

Interval, and Added Note 

Inspection 

(g) 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; 

Revision 1, dated March 29, 1990; or 

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 Revision 2 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 

Amendment 39–6146, AD 89–05–03, which 

was superseded by AD 90–21–17), 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, 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, unless previously accomplished within 

the last 5,000 landings. 

Note 1: 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) 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 


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paragraph (g) of this AD is measured from the 

time of the stretched-upper-deck 

modification. 

(i) 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) 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 Revision 2 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) 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 in accordance with a method approved 

by the Manager, Seattle Aircraft Certification 

Office, FAA, Northwest Mountain Region, 

prior to further pressurized flight. 

New Requirements of This AD 

Post-Modification Inspections 

(l) 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 (‘‘the 

service bulletin’’). If any crack is found, 

before further flight repair in accordance 

with the service bulletin (except as required 

by paragraph (o) 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. 

(m) For airplanes on which an external 

doubler repair has been installed as a 

modification that was done in accordance 

with a method other than that specified in 

Boeing 747 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 (‘‘the service 

bulletin’’). If any crack is found, before 

further flight, repair in accordance with the 

service bulletin (except as required by 

paragraph (o) 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. 

External Doubler Modification 

(n) For airplanes on which no previous 

modification or repair has been installed in 

the affected area or on which a protruding 

head fastener modification or a Boeing 747 

SRM 53–30–03 repair or modification has 

been installed that is not per Figure 19, 25, 

28, or 34 of the Boeing 747 SRM 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 postmodification inspections and repairs, in 

accordance with Part 3 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. 

Exception to Service Bulletin Specification 

(o) 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 (p) of this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(p)(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) 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 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 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 (‘‘the service 

bulletin’’), including Boeing Designated 

Engineering Representative (DER) or 

Airworthiness Representative (AR) approvals 

of deviations to Revision 2 of the service 

bulletin. 

Related Information 

(q) 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; e-mail: bill.ashforth@faa.gov. 

(r) 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 June 17, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–16370 Filed 6–28–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Parts 100 and 165 

[Docket No. USCG–2010–1001] 

RIN 1625–AA00; 1625–AA08 

Special Local Regulations and Safety 

Zones; Recurring Events in Captain of 

the Port New York Zone 

AGENCY: Coast Guard, DHS. 


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