Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations 47035 

TABLE 1—ALL MATERIAL INCORPORATED BY REFERENCE

Airbus service information Revision/issue level Date 

Service Bulletin A310–57A2088, excluding Appendix 01 ............................................................... Original ........................ November 6, 2006. 

Service Bulletin A310–57–2090 ...................................................................................................... 01 ................................ December 19, 2007. 

Service Bulletin A310–57–2091, excluding Appendix 01 ................................................................ Original ........................ May 22, 2007. 

A310 Repair Instruction R572–49121 ............................................................................................. C .................................. May 2007. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information specified in Table 2 

of this AD under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

TABLE 2—NEW MATERIAL INCORPORATED BY REFERENCE

Airbus service information Revision/issue level Date 

Service Bulletin A310–57–2090 ...................................................................................................... 01 ................................ December 19, 2007. 

Service Bulletin A310–57–2091, excluding Appendix 01 ................................................................ Original ........................ May 22, 2007. 

A310 Repair Instruction R572–49121 ............................................................................................. C .................................. May 2007. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus Service Bulletin A310–

57A2088, excluding Appendix 01, dated 

November 6, 2006, on February 6, 2007 (72 

FR 2612, January 22, 2007). 

(3) For service information identified in 

this AD, contact Airbus, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France. 

(4) You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 31, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–18561 Filed 8–12–08; 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; Amendment 

39–15632; AD 2008–16–14] 

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: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Boeing Model 

747 series airplanes. That AD 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. This new AD requires 

replacing a previous high-frequency 

eddy current (HFEC) inspection method 

with a new HFEC inspection method, 

adding a one-time inspection for 

cracking of certain airplanes, and 

terminating the adjustment factor for the 

inspection compliance times based on 

cabin differential pressure. This AD also 

requires inspecting additional lap joints. 

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 

Alodine-coated rivets could cause faulty 

results during the required inspections 

using the optional sliding probe HFEC 

inspection method specified in the 

existing AD. We are issuing this AD to 

prevent reduced structural integrity of 

the fuselage. 

DATES: This AD becomes effective 

September 17, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of September 17, 2008. 

On August 24, 1994 (59 FR 37659, 

July 25, 1994), the Director of the 

Federal Register approved the 

incorporation by reference of Boeing 

Service Bulletin 747–53A2312, 

including the ‘‘Addendum,’’ Revision 2, 

dated October 8, 1992. 

ADDRESSES: 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 

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 supplemental 

notice of proposed rulemaking (NPRM) 

to amend 14 CFR part 39 to include an 

AD that supersedes AD 94–15–06, 

amendment 39–8977 (59 FR 37659, July 

25, 1994). The existing AD applies to 

certain Boeing Model 747 series 

airplanes. That supplemental NPRM 

was published in the Federal Register 

on May 7, 2008 (73 FR 25601). That 

supplemental NPRM proposed to 

continue to require inspecting to detect 

cracking in certain lower lobe fuselage 

skin lap joints, doing repetitive 


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47036 Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations 

inspections for cracking at certain 

fastener locations having countersunk 

fasteners, and replacing countersunk 

fasteners with protruding head fasteners 

at certain fastener locations. That 

supplemental NPRM also proposed to 

require replacing a previous highfrequency eddy current (HFEC) 

inspection method with a new HFEC 

inspection method, adding a one-time 

inspection for cracking of certain 

airplanes, and terminating the 

adjustment factor for the inspection 

compliance times based on cabin 

differential pressure. That supplemental 

NPRM also proposed to require 

inspecting additional lap joints. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the single comment that has 

been received on the supplemental 

NPRM. The commenter, Boeing, 

supports the NPRM. 

Conclusion 

We have carefully reviewed the 

available data, including the comment 

that has been received, and determined 

that air safety and the public interest 

require adopting the AD as proposed. 

Costs of Compliance 

There are about 348 airplanes in the 

worldwide fleet. We estimate that this 

AD affects 90 airplanes of U.S. registry. 

The issue associated with Alodinecoated 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 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 AD).

124 (1) 90 $9,920 ................................... $892,800. 

One-time inspection (new 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 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this 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. 

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 39–8977 (59 

FR 37659, July 25, 1994) and by adding 

the following new airworthiness 

directive (AD): 

2008–16–14 Boeing: Amendment 39–15632. 

Docket No. FAA–2007–0043; Directorate 

Identifier 2007–NM–058–AD. 

Effective Date 

(a) This AD becomes effective September 

17, 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. 


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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 high frequency eddy 

current (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 an HFEC 

inspection to detect cracking of the lower 

lobe lap joints in the vicinity of the wing-tobody 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 an 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 

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 fastener was 

found, in accordance with the procedures 

described in Boeing Service Alert 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 


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47038 Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations 

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 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 

Alert 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 Alert 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 Alert 

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 paragraphs (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 

paragraphs (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 

paragraphs (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 Alert 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 

Alert 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 

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. 


hsrobinson on PROD1PC76 with RULES
Federal Register / Vol. 73, No. 157 / Wednesday, August 13, 2008 / Rules and Regulations 47039 

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, 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. 

Material Incorporated by Reference 

(w) You must use Boeing Alert Service 

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

Boeing Service Bulletin 747–53A2312, 

Revision 1, including ‘‘Addendum,’’ dated 

March 29, 1990; Boeing Service Bulletin 747–

53A2312, including the ‘‘Addendum,’’

Revision 2, dated October 8, 1992; or Boeing 

Service Bulletin 747–53A2312, Revision 3, 

dated February 8, 2007; as applicable; to 

perform the actions that are required by this 

AD, unless the AD specifies otherwise. (The 

document number and date of Boeing Alert 

Service Bulletin 747–53A2312, dated June 

12, 1989, are identified only on the first page 

of the document; no other page of the 

document contains this information.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–53A2312, 

dated June 12, 1989; Boeing Service Bulletin 

747–53A2312, Revision 1, including 

‘‘Addendum,’’ dated March 29, 1990; and 

Boeing Service Bulletin 747–53A2312, 

Revision 3, dated February 8, 2007; in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) On August 24, 1994 (59 FR 37659, July 

25, 1994), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Service Bulletin 747–53A2312, 

including the ‘‘Addendum,’’ Revision 2, 

dated October 8, 1992. 

(3) Contact Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207, for a copy of this service information. 

You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 23, 

2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–17776 Filed 8–12–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0626 Directorate 

Identifier 2008–CE–035–AD; Amendment 

39–15637; AD 2008–16–19] 

RIN 2120–AA64 

Airworthiness Directives; Pilatus 

Aircraft Ltd. Model PC–6 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued 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: 

This Airworthiness Directive (AD) is 

prompted due to the discovery of loose selflocking stop nuts Part Number (P/N) 

938.07.65.105 in the tail landing gear fastener 

assemblies of some PC–6 aircraft. 

It is believed that this occurrence could 

also exist in other fastener assemblies using 

nuts P/N 938.07.65.105 at various identified 

locations in the aircraft. 

If left uncorrected, the identified 

assemblies may become loose and not 

function as designed and could lead to 

hazardous situations. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 17, 2008. 

On September 17, 2008, the Director 

of the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

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: 

Doug Rudolph, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329–

4059; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on June 9, 2008 (73 FR 32497). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

This Airworthiness Directive (AD) is 

prompted due to the discovery of loose selflocking stop nuts Part Number (P/N) 

938.07.65.105 in the tail landing gear fastener 

assemblies of some PC–6 aircraft. 

It is believed that this occurrence could 

also exist in other fastener assemblies using 

nuts P/N 938.07.65.105 at various identified 

locations in the aircraft. 

If left uncorrected, the identified 

assemblies may become loose and not 

function as designed and could lead to 

hazardous situations. 

In order to prevent those conditions, the 

present AD requires you to replace selflocking stop nuts P/N 938.07.65.105 from the 

Tail Landing Gear Assembly, the Parachute 

Cable Assembly, the Water Tank Assembly, 

the Cable Tensioner Assembly, the Fuel 

Filter Assembly, the Hydraulic Pump 

Assembly and the Engine Mounts Assembly 

in accordance with Pilatus PC–6 Service 

Bulletin No. 53–002 Revision 2. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 


hsrobinson on PROD1PC76 with RULES