Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Rules and Regulations 21249 

TABLE 2—EFFECTIVE PAGES OF CHAPTER 05—Continued 

[List of effective pages] 

Page title/description Page number(s) Revision number Date shown 

on page(s) 

Chapter 05 Airworthiness Limitations List of Effective Pages 1–2 .............................................. Not shown on page* .. February 15, 2009. 

Subject 05–10–10: Airworthiness Limitations 

1–4 .............................................. Not shown on page* .. September 15, 2004. 

5 .................................................. Not shown on page* .. February 15, 2006. 

6–10 ............................................ Not shown on page* .. February 15, 2005. 

12, 16, 18–40, 45 ........................ Not shown on page* .. February 15, 2009. 

11, 13–15, 17, 41-44, 46, 47 ...... Not shown on page* .. February 15, 2007. 

Subject 05–10–20: Certification Maintenance Requirements 

1, 5 .............................................. Not shown on page* .. December 1, 1997. 

2–3 .............................................. Not shown on page* .. September 15, 2004. 

4 .................................................. Not shown on page* .. October 15, 1999. 

Subject 05–10–30: Critical Design Configuration Control Limitations (CDCCL)—Fuel System 

1–2 .............................................. Not shown on page* .. February 15, 2008. 

*Page 1 of the Publications Transmittal of the BAE Systems (Operations) Limited Jetstream Series 4100 AMM is the only page that shows the 

revision level of this document. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Subject 05–10–10, Subject 05–10–20, and 

Subject 05–10–30 of the BAE Systems 

(Operations) Limited Jetstream Series 4100 

AMM, Revision 31, dated February 15, 2009, 

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

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of the BAE Systems (Operations) 

Limited J41 AMM, Revision 23, dated 

February 15, 2005, on October 26, 2005 (70 

FR 55230, September 21, 2005). 

(3) For service information identified in 

this AD, contact BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; email raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at 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 April 27, 

2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–10425 Filed 5–6–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1239; Directorate 

Identifier 2008–NM–131–AD; Amendment 

39–15894; AD 2009–09–08] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 747 airplanes. This AD 

requires repetitive external surface high 

frequency eddy current inspections to 

detect cracks in the radius detail of the 

upper lobe doubler on both sides of the 

airplane, and applicable corrective 

action. This AD results from reports of 

cracks in the radius detail of the upper 

lobe doublers. We are issuing this AD to 

detect and correct cracks in the upper 

lobe doublers. Such cracks could result 

in significant degradation of the fuselage 

structure and reduce its ability to carry 

flight loads from the vertical stabilizer, 

which could adversely affect the 

controllability of the airplane. 

DATES: This AD is effective June 11, 

2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 11, 2009. 

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 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Boeing Model 747 airplanes. 

21250 Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Rules and Regulations 

That NPRM was published in the 

Federal Register on November 26, 2008 

(73 FR 71963). That NPRM proposed to 

require repetitive external surface high 

frequency eddy current (HFEC) 

inspections to detect cracks in the 

radius detail of the upper lobe doubler 

on both sides of the airplane, and 

applicable corrective action. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the two commenters. 

Support for Proposed AD 

Boeing concurs with the contents of 

the proposed AD. Northwest Airlines 

(NWA) has no technical objection to the 

initial and repetitive HFEC inspections 

and corrective actions specified in the 

proposed AD. 

Request To Include Service Bulletin 

Information Notice 

NWA requests that the information in 

Boeing Service Bulletin Information 

Notice (IN) 747–53A2651 IN 01, dated 

November 6, 2008, be acknowledged 

and accounted for in the final rule. 

We partially agree. Changes to Boeing 

Alert Service Bulletin 747–53A2651, 

dated June 12, 2008, are discussed 

below, along with our response to the 

commenter about these changes. 

• The IN notes that in Figures 1 and 

2, footnote (b), of Boeing Alert Service 

Bulletin 747–53A2651, dated June 12, 

2008, the existing probe part number 

‘‘MMP950–50’’ should be ‘‘MMP905– 

50.’’ The existing part number of the 

probe (for the HFEC inspection) in the 

service bulletin has a typographical 

error. The part number is provided in 

Boeing Alert Service Bulletin 747– 

53A2651, dated June 12, 2008, only as 

an example of an acceptable probe, and 

is not mandated by this AD. Therefore, 

we have not changed this AD regarding 

this issue. 

• The IN also notes that in Figures 1 

and 2, footnote (b), of Boeing Alert 

Service Bulletin 747–53A2651, dated 

June 12, 2008, additional examples of 

the small diameter probe part numbers 

‘‘MMP901–50’’ and ‘‘MMP–60’’ should 

be added, and that Boeing wants to 

provide the operators with more 

examples of acceptable probes. As use 

of a specific small diameter probe is not 

mandated, this AD has not been 

changed regarding this issue. 

• The IN also notes that in Paragraph 

3.B., Work Instructions, PART 3, Step 1, 

of Boeing Alert Service Bulletin 747– 

53A2651, dated June 12, 2008, the 

existing text ‘‘from STA 2520 to STA 

2521’’ should be ‘‘from STA 2491 to 

STA 2521.’’ The existing text is a 

typographical error in ‘‘Part 3— 

Restoration’’ of the Work Instructions of 

Boeing Alert Service Bulletin 747– 

53A2651, dated June 12, 2008, and it is 

related to the location of a sealant 

application. The service bulletin does 

define the inspection area as ‘‘between 

STA 2491 and STA 2521’’ in the Action 

paragraph and the service bulletin 

shows the same area to be inspected in 

the figures. It is Boeing’s intent in the 

service bulletin to apply sealant to the 

inspected area. We have clarified this 

issue by adding a new paragraph (g) to 

this final rule and re-identified 

subsequent paragraphs accordingly. 

Request To Change Work Hours 

NWA requests that we change the 

work-hour estimate provided in the 

proposed AD to include the time to 

remove and restore the sealant—for a 

total of 25 work hours. 

We disagree. The cost information 

describes only the direct costs of the 

specific actions required by this AD. 

Based on the best data available, the 

manufacturer provided the number of 

work hours necessary to do the required 

actions. This number represents the 

time necessary to perform only the 

actions actually required by this AD. 

Removing the sealant is addressed in 

paragraph 3.B. ‘‘Part 1—Access,’’ of 

Boeing Alert Service Bulletin 747– 

53A2651, dated June 12, 2008, and 

restoration of the sealant is addressed in 

paragraph 3.B. ‘‘Part 3—Restoration,’’ in 

the Work Instructions of the service 

bulletin. We recognize that, in doing the 

actions required by an AD, operators 

might incur incidental costs in addition 

to the direct costs. The cost analysis in 

AD rulemaking actions, however, 

typically does not include incidental 

costs such as the time required to gain 

access and close up. Those incidental 

costs, which might vary significantly 

among operators, are almost impossible 

to calculate. This AD has not been 

changed regarding this issue. 

Explanation of Change to Paragraph (f) 

of This AD 

We have revised paragraph (f) of this 

AD to clarify that there is an initial 

inspection that must be done for all 

airplanes and that the repetitive 

inspections must be done for airplanes 

on which no cracking is found. 

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 

We estimate that this AD will affect 

164 airplanes of U.S. registry. We also 

estimate that it will take 9 work-hours 

per product to comply with this AD. 

The average labor rate is $80 per workhour. Based on these figures, we 

estimate the cost of this AD to the U.S. 

operators to be $118,080, or $720 per 

product, 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. 

Federal Register / Vol. 74, No. 87 / Thursday, May 7, 2009 / Rules and Regulations 21251 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2009–09–08 Boeing: Amendment 39–15894. 

Docket No. FAA–2008–1239; Directorate 

Identifier 2008–NM–131–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective June 11, 2009. 

Affected ADs 

(b) None. 

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, 

747–400D, 747–400F, 747SR, and 747SP 

series airplanes, certificated in any category; 

as identified in Boeing Alert Service Bulletin 

747–53A2651, dated June 12, 2008. 

Unsafe Condition 

(d) This AD results from reports of cracks 

in the radius detail of the upper lobe 

doublers. We are issuing this AD to detect 

and correct cracks in the upper lobe 

doublers. Such cracks could result in 

significant degradation of the fuselage 

structure and reduce its ability to carry flight 

loads from the vertical stabilizer, which 

could adversely affect the controllability of 

the airplane. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Inspection(s) and Corrective Action 

(f) At the applicable times specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 747–53A2651, dated 

June 12, 2008, except as required by 

paragraph (i) of this AD, do an external 

surface high frequency eddy current 

inspection to detect cracks in the radius 

detail of the upper lobe doubler on both sides 

of the airplane, and the applicable corrective 

action, by accomplishing all the applicable 

actions specified in the Accomplishment 

Instructions of the service bulletin, except as 

required by paragraphs (g) and (h) of this AD. 

The applicable corrective action must be 

done before further flight. As applicable, 

repeat the inspection thereafter at the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2651, dated June 12, 2008. 

(g) Where Boeing Alert Service Bulletin 

747–53A2651, dated June 12, 2008, 

paragraph 3.B., Work Instructions, PART 3, 

Step 1, specifies a sealant application ‘‘from 

STA 2520 to STA 2521,’’ this AD requires a 

sealant application ‘‘from STA 2491 to STA 

2521’’ on both sides of the airplane. 

(h) Where Boeing Alert Service Bulletin 

747–53A2651, dated June 12, 2008, specifies 

to contact Boeing for repair instructions 

instead of repairing or replacing any cracked 

upper lobe doubler in accordance with the 

service bulletin, this AD requires, before 

further flight, repairing any cracked upper 

lobe doubler using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(i) Where Boeing Alert Service Bulletin 

747–53A2651, dated June 12, 2008, specifies 

a compliance time after the date on the 

service bulletin, this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(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. Send information to ATTN: Ivan 

Li, Aerospace Engineer, Airframe Branch, 

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

Avenue, SW., Renton, Washington 98057– 

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

917–6590. 

(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 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. 

Material Incorporated by Reference 

(k) You must use Boeing Alert Service 

Bulletin 747–53A2651, dated June 12, 2008, 

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 or 425–227–1152. 

(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 April 22, 

2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–9925 Filed 5–6–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1070; Directorate 

Identifier 2008–NM–087–AD; Amendment 

39–15893; AD 2009–09–07] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Boeing Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

For all airplanes, this AD requires 

repetitive overhaul of the retract 

actuator beam of the main landing gear 

(MLG). For certain airplanes, this AD 

requires repetitive inspections for 

damage of the retract actuator beam, and 

related investigative and corrective 

actions if necessary. This AD results 

from reports of broken retract actuator 

beams of the MLG and the subsequent 

failure of the MLG to fully retract. We 

are issuing this AD to detect and correct 

broken retract actuator beams of the 

MLG, which could cause damage to the 

beam arm, hydraulic tubing, and flight 

control cables. Damage to the flight 

control cables could result in loss of 

control of the airplane. 

DATES: This AD is effective June 11, 

2009.