38394 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

without removing the pilot’s hands from 

the primary flight controls (yoke or 

equivalent) or thrust control. 

d. The EFVS image on the HUD must 

not impair the pilot’s use of guidance 

information, or degrade the presentation 

and pilot awareness of essential flight 

information, displayed on the HUD, 

such as alerts, airspeed, attitude, 

altitude and direction, approach 

guidance, windshear guidance, Traffic 

Alert and Collision Avoidance System 

(TCAS) resolution advisories, or 

unusual-attitude recovery cues. 

e. The EFVS image and the HUD 

symbols—which are spatially referenced 

to the pitch scale, outside view and 

image—must be scaled and aligned (i.e., 

conformal) to the external scene. In 

addition, the EFVS image and the HUD 

symbols—when considered singly or in 

combination—must not be misleading, 

cause pilot confusion, or increase 

workload. Airplane attitudes or crosswind conditions may cause certain 

symbols (e.g., the zero-pitch line or 

flight path vector) to reach field-of-view 

limits such that they cannot be 

positioned conformally with the image 

and external scene. In such cases, these 

symbols may be displayed but with an 

altered appearance which makes the 

pilot aware that they are no longer 

displayed conformally (for example, 

‘‘ghosting’’). 

f. A HUD system used to display 

EFVS images must, if previously 

certified, continue to meet all of the 

requirements of the original approval. If 

the HUD has not been previously 

approved, it must be found to meet the 

basic HUD certification criteria 

documented in the HUD issue paper. 

3. The safety and performance of the 

pilot tasks associated with the use of the 

pilot compartment view must not be 

degraded by the display of the EFVS 

image. Pilot tasks which must not be 

degraded by the EFVS image include: 

a. Detection, accurate identification, 

and maneuvering, as necessary, to avoid 

traffic, terrain, obstacles, and other 

hazards of flight. 

b. Accurate identification and 

utilization of visual references required 

for every task relevant to the phase of 

flight. 

4. The EFVS must be shown to be 

compliant with these requirements, 

under the provisions of §§ 91.175(l) and 

121.651, with the following intended 

functions: 

a. Presenting an image that would aid 

the pilot during a straight-in instrument 

approach. 

b. Enable the pilot to determine that 

the ‘‘enhanced flight visibility,’’ as 

required by § 91.175(l)(2) and referenced 

in § 121.651, is adequate for descent and 

operation below minimum descent 

altitude/decision height. 

c. Enabling the pilot to use the EFVS 

imagery to detect and identify the 

‘‘visual references for the intended 

runway,’’ required by § 91.175(l)(3), to 

continue the approach with vertical 

guidance to 100 feet height above 

touchdown-zone elevation. 

5. Use of EFVS for instrumentapproach operations must be in 

accordance with the provisions of 

§ 91.175(l) and (m), and § 121.651 where 

applicable. Appropriate limitations 

must be stated in the Operating 

Limitations section of the airplane flight 

manual to prohibit the use of the EFVS 

for functions that have not been found 

to be acceptable. 

Issued in Renton, Washington, on June 11, 

2010. 

Jeffrey Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–16166 Filed 7–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0132; Directorate 

Identifier 2009–NM–096–AD; Amendment 

39–16355; AD 2010–14–10] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, –200B, and 

–200F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Model 747– 

100, 747–200B, and –200F series 

airplanes. That AD currently requires 

inspections to detect cracking in the 

upper row of fasteners holes of the skin 

lap joints in the fuselage lower lobe, and 

repair if necessary. This new AD 

reduces the maximum interval of the 

post-modification inspections. This AD 

results from reports of fatigue cracking 

on modified airplanes. We are issuing 

this AD to detect and correct fatigue 

cracking in the longitudinal lap joints of 

the fuselage lower lobe, which could 

lead to the rapid decompression of the 

airplane and the inability of the 

structure to carry fail-safe loads. 

DATES: This AD is effective August 6, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of August 6, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

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

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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 (telephone 800–647–5527) 

is the 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: 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: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 94–17–01, Amendment 

39–8996 (59 FR 41653, August 15, 

1994). The existing AD applies to 

certain Model 747 airplanes. That 

NPRM was published in the Federal 

Register on February 25, 2010 (75 FR 

8554). That NPRM proposed to continue 

to require inspections for cracking in the 

upper row of fasteners holes of the skin 

lap joints in the fuselage lower lobe, and 

repair, if necessary. The NPRM 

proposed to reduce the maximum 

interval of the post-modification 

inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the sole commenter. 

Request To Clarify Term in Paragraph 

(i)(2) of the NPRM 

Boeing requests that we add a note 

below paragraph (i)(2) of the NPRM to 

clarify the term ‘‘remove’’ to mean ‘‘to 


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Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 38395 

trim out all three fastener rows of the 

overlapping skin common to the lap 

joint.’’ Boeing states that the term 

‘‘remove’’ is not specific enough in this 

context, and it is inconsistent with the 

terminology used in the structural repair 

manual and Boeing Alert Service 

Bulletin 747–53A2267, Revision 4, 

dated March 26, 2009. 

We agree that clarification is 

necessary for the reasons provided by 

the commenter. We have added this 

information to paragraph (i)(2) of this 

final rule. 

Request To Add an Exception Clause to 

Paragraph (k)(4) of the NPRM 

Boeing requests that we add an 

exception clause to paragraph (k)(4) that 

states ‘‘AMOCs approved previously in 

accordance with AD 94–17–01 are 

approved as AMOCs for the 

corresponding provisions of this AD, 

with the exception of paragraphs (h) and 

(i) of this AD.’’ Boeing states that the 

exception ensures that operators meet 

the intent of the requirement to lower 

the repetitive inspection intervals from 

3,000 flight cycles to 1,000 flight cycles, 

as required by paragraphs (h) and (i) of 

this AD. 

We agree with the request. We have 

revised paragraph (k)(4) of this final rule 

accordingly. 

Request To Revise Paragraphs (g)(1), 

(g)(2), and (g)(3) of the NPRM 

Boeing requests that we add 

‘‘locations on’’ before the word 

‘‘airplanes’’ in paragraphs (g)(1), (g)(2), 

and (g)(3) of the NPRM. Boeing states 

that the current phrasing in the NPRM 

does not allow an operator to 

differentiate inspection thresholds 

between lap joints with different 

installation times and types of 

modifications on the same airplane. 

We agree with the request. We have 

revised paragraphs (g)(1), (g)(2), and 

(g)(3) of this final rule accordingly. 

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. 

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 23 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspection (required by AD 94–17– 

01).

244 $85 $0 $20,740 per inspection cycle.7 $145,180 per inspection cycle. 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

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

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing Amendment 39–8996 (59 

FR 41653, August 15, 1994) and by 

adding the following new airworthiness 

directive (AD): 

2010–14–10 The Boeing Company: 

Amendment 39–16355. Docket No. 

FAA–2010–0132; Directorate Identifier 

2009–NM–096–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective August 6, 2010. 

Affected ADs 

(b) This AD supersedes AD 94–17–01, 

Amendment 39–8996. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–100, 747–200B, and 

747–200F series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 747–53A2267, Revision 4, 

dated March 26, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of fatigue 

cracking. The Federal Aviation 

Administration is issuing this AD to detect 

and correct fatigue cracking in the fuselage 

lower lobe longitudinal lap joints, which 


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38396 Federal Register / Vol. 75, No. 127 / Friday, July 2, 2010 / Rules and Regulations 

could lead to the rapid decompression of the 

airplane and the inability of the structure to 

carry 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 94–17– 

01, With Revised Compliance Times for PostModification Inspection and Revised Service 

Information 

Initial External High Frequency Eddy Current 

Inspection 

(g) Perform an external high frequency 

eddy current inspection to detect cracks in 

the upper row of fasteners in the modified 

lap joints in accordance with Boeing Service 

Bulletin 747–53A2267, Revision 3, dated 

March 26, 1992; or Boeing Alert Service 

Bulletin 747–53A2267, Revision 4, dated 

March 26, 2009; at the time specified in 

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

as applicable. As of the effective date of this 

AD, only Revision 4 may be used. 

(1) For locations on airplanes on which the 

full modification required by AD 90–06–06, 

Amendment 39–6490, has been 

accomplished in accordance with Revision 2 

of Boeing Service Bulletin 747–53A2267, 

dated March 29, 1990; or Revision 3, dated 

March 26, 1992; or Boeing Alert Service 

Bulletin 747–53A2267, Revision 4, dated 

March 26, 2009: Prior to the accumulation of 

10,000 flight cycles after accomplishment of 

the full modification. 

(2) For locations on airplanes on which the 

full modification required by AD 90–06–06 

has been accomplished in accordance with 

Boeing Service Bulletin 747–53A2267, dated 

March 28, 1986; or Revision 1, dated 

September 25, 1986: Prior to the 

accumulation of 7,000 flight cycles after 

accomplishment of the full modification. 

(3) For locations on airplanes on which the 

optional modification has been accomplished 

in accordance with Boeing Service Bulletin 

747–53A2267, Revision 2, dated March 29, 

1990, or Revision 3, dated March 26, 1992; 

or Boeing Alert Service Bulletin 747– 

53A2267, Revision 4, dated March 26, 2009: 

Prior to the accumulation of 7,000 flight 

cycles after accomplishment of the optional 

modification. 

Repetitive External High Frequency Eddy 

Current Inspections 

(h) If no cracking is detected during the 

inspection required by paragraph (g) of this 

AD, repeat the inspection required by 

paragraph (g) of this AD at the earlier of the 

times specified in paragraphs (h)(1) and 

(h)(2) of this AD, and thereafter at intervals 

not to exceed 1,000 flight cycles. 

(1) Within 3,000 flight cycles after the last 

inspection required by paragraph (g) of this 

AD. 

(2) Within 1,000 flight cycles after the last 

inspection required by paragraph (g) of this 

AD or 500 flight cycles after the effective date 

of this AD, whichever occurs later. 

Repair 

(i) If any cracking is detected during any 

inspection required by paragraph (g) of this 

AD, prior to further flight, repair in 

accordance with Section 53–30–03 of the 

Boeing 747 Structural Repair Manual (SRM); 

or Boeing Alert Service Bulletin 747– 

53A2267, Revision 4, dated March 26, 2009; 

except as required by paragraph (j) of this 

AD; and repeat the inspection required by 

paragraph (g) of this AD at the times 

specified in paragraph (i)(1) of this AD. As 

of the effective date of this AD, use only 

Boeing Alert Service Bulletin 747–53A2267, 

Revision 4, dated March 26, 2009. 

(1) As of the effective date of this AD: If 

the repair specified in the Boeing 747 SRM 

does not include removing the lap joint and 

the upper row of countersunk fasteners, 

repeat the inspection required by paragraph 

(g) of this AD at the earlier of the times 

specified in paragraphs (i)(1)(i) and (i)(1)(ii) 

of this AD, and thereafter at intervals not to 

exceed 1,000 flight cycles. 

(i) Within 3,000 flight cycles after the last 

inspection required by paragraph (g) of this 

AD. 

(ii) Within 1,000 flight cycles after the last 

inspection required by paragraph (g) of this 

AD, or within 500 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

(2) If the repair specified in the Boeing 747 

SRM includes removing the lap joint and the 

upper row of countersunk fasteners, such 

repair constitutes terminating action for the 

inspection requirements of this AD. To 

‘‘remove’’ means to trim out all three fastener 

rows of the overlapping skin common to the 

lap joint. 

Exception to the Service Bulletin 

(j) If any cracking is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 747–53A2267, 

Revision 4, dated March 26, 2009, specifies 

contacting Boeing for appropriate action: 

Before further flight, repair the cracking 

using a method approved in accordance with 

the procedures specified in paragraph (k) of 

this AD. 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) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: 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. Or, e-mail 

information to 

9-ANM-Seattle-ACO-AMOC-Requestsfaa.gov. 

(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 principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 94–17–01 are approved 

as AMOCs for the corresponding provisions 

of this AD, with the exception of paragraphs 

(h) and (i)(1) of this AD. 

Material Incorporated by Reference 

(l) You must use Boeing Alert Service 

Bulletin 747–53A2267, Revision 4, dated 

March 26, 2009, to do the actions required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(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; e-mail 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 NARA, 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 June 23, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–15924 Filed 7–1–10; 8:45 am] 

BILLING CODE 4910–13–P 


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