[Federal Register Volume 75, Number 167 (Monday, August 30, 2010)]
[Proposed Rules]
[Pages 52907-52912]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-21523]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0107; Directorate Identifier 2007-NM-087-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company 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

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for certain 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. The original NPRM would have required inspections for 
scribe lines in affected lap and butt splices, wing-to-body fairings 
locations, and external repair and cutout reinforcement areas; and 
related investigative and corrective actions if necessary. The original 
NPRM resulted from reports of scribe lines found at lap joints and butt 
joints, around external doublers and antennas, and at locations where 
external decals had been cut. This action revises the original NPRM by 
revising certain compliance times including reducing the compliance 
time for certain repetitive inspections. This supplemental NPRM also 
proposes to add inspections for certain airplanes. We are proposing 
this AD to detect and correct scribe lines, which can develop into 
fatigue cracks in the skin and cause sudden decompression of the 
airplane.

DATES: We must receive comments on this supplemental NPRM by September 
24, 2010.

ADDRESSES: You may send comments by any of the following methods:
    <bullet> Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> 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.
    <bullet> 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 <a href="/cdn-cgi/l/email-protection#721f175c101d17111d1f32101d171b1c155c111d1f"><span class="__cf_email__" data-cfemail="9ef3fbb0fcf1fbfdf1f3defcf1fbf7f0f9b0fdf1f3">[email protected]</span></a>; 
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 
ADDRESSES section. Comments will be available in the AD docket shortly 
after receipt.

FOR FURTHER INFORMATION CONTACT: Nicholas Han, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
917-6449; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments

[[Page 52908]]

to an address listed under the ADDRESSES section. Include ``Docket No. 
FAA-2008-0107; Directorate Identifier 2007-NM-087-AD'' at the beginning 
of your comments. We specifically invite comments on the overall 
regulatory, economic, environmental, and energy aspects of this 
proposed AD. We will consider all comments received by the closing date 
and may amend this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    We issued a notice of proposed rulemaking (NPRM) (the ``original 
NPRM'') to amend 14 CFR part 39 to include an airworthiness directive 
(AD) that would apply to certain 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. That original NPRM was published in 
the Federal Register on January 31, 2008 (73 FR 5768). That original 
NPRM proposed to require inspections for scribe lines in affected lap 
and butt splices, wing-to-body fairing locations, and external repair 
and cutout reinforcement areas; and related investigative and 
corrective actions if necessary.

Actions Since Original NPRM Was Issued

    Since we issued the original NPRM, Boeing has issued Service 
Bulletin 747-53A2563, Revision 3, dated June 11, 2009; and Service 
Bulletin 747-53A2563, Revision 4, dated May 6, 2010. The procedures in 
Revision 3 are essentially the same as those in Boeing Service Bulletin 
747-53A2563, Revision 2, dated January 3, 2008, which we referred to as 
the appropriate source of service information for accomplishing the 
actions proposed in the original NPRM. However, Revision 3 of this 
service bulletin changes the initial threshold for the inspection at 
certain lap joints and changes the repeat inspection intervals 
(including some reductions in inspection intervals) for many lap joint 
inspection areas. Revision 3 of this service bulletin also adds more 
work for airplanes that were previously inspected in Area 1 and Area 2 
in accordance with Boeing Alert Service Bulletin 747-53A2563, dated 
March 29, 2007; Boeing Alert Service Bulletin 747-53A2563, Revision 1, 
dated November 8, 2007; or Boeing Service Bulletin 747-53A2563, 
Revision 2, dated June January 3, 2008.
    Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010:
    <bullet> Revises the repeat inspection interval data for lap joint 
and butt joint areas that have scribe damage which are inspected under 
the Limited Return to Service (LRTS) inspection program.
    <bullet> For airplanes identified as Group 2, Group 3 Configuration 
2, Group 4, Group 6, and Group 8 airplanes in Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010: Adds detailed inspections 
for scribe lines of the S-18L lap splice from station (STA) 1780 to STA 
1920 (on the main deck side cargo door) to inspection area 3.
    <bullet> For airplanes identified as Group 1 and Group 2 airplanes 
in Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010: 
Adds detailed inspections for scribe lines of the S34R lap splice from 
STA 1810 to STA 1920 (on the aft lower lobe cargo door).
    <bullet> For airplanes identified as Group 3 and Group 4 airplanes 
in Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010: 
Adds detailed inspections for scribe lines of the S-6L and S-6R lap 
splice from STA 1000 to 1220 to inspection area 3.
    <bullet> Adds general repair instructions for lap joint locations 
with scribe lines, but no cracks in Paragraph 3.B. of Part 17 in the 
work instructions and in a new Appendix F.

Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, 
adds more work for Group 1, Group 2, Group 3, Group 4, Group 6, and 
Group 8 airplanes that were previously inspected in Area 3 in 
accordance with the original issue, dated March 29, 2007; Revision 2, 
dated January 3, 2008; or Revision 3, dated June 11, 2009; of Boeing 
Service Bulletin 747-53A2563. Boeing Service Bulletin 747-53A2563, 
Revision 4, dated May 6, 2010, specifies that at the time given in 
Table 29 of Paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010, certain lap splices are 
inspected in accordance with Paragraph 3.B., Work Instructions, PART 
19.
    Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, 
specifies that no more work is necessary on Group 5, Group 7, and Group 
9 airplanes that were inspected in accordance with Boeing Service 
Bulletin 747-53A2563, Revision 3, dated June 11, 2009.
    Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, 
states that if scribe lines were found previously and are being 
inspected as part of the LRTS program, the repeat inspections are done 
in accordance with Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010.

Requests To Delay AD Issuance Pending Revised Service Information

    Japan Airlines (JAL) reports that certain structures prevented the 
accomplishment of the inspection specified in Boeing Service Bulletin 
747-53A2563, Revision 2, dated January 3, 2008. JAL therefore believes 
that more detailed information in the service bulletin is necessary to 
prevent operator inconvenience. We infer that the commenter is 
requesting that we delay issuing the final rule until Boeing Service 
Bulletin 747-53A2563, Revision 2, dated January 3, 2008, is revised to 
address these concerns.
    KLM reports that some of the nondestructive test (NDT) inspections 
could not be performed according to the procedures specified in Boeing 
Service Bulletin 747-53A2563, Revision 2, dated January 3, 2008, 
without modifying the process itself. KLM adds that the inspection 
areas and details are vague, ambiguous, and subject to 
misinterpretation. KLM requests that, to eliminate requests for 
alternative methods of compliance (AMOCs) related to this matter, we 
delay issuing the final rule until these matters are resolved.
    We agree that clarification may be necessary. While the commenters 
did not provide specific details of the difficulties they encountered, 
Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, 
clarifies multiple steps and procedures as described previously. We 
have revised this supplemental NPRM to refer to Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010.

Request To Delay AD Issuance Pending Repair Instructions

    JAL states that the NPRM would require operators to contact the 
manufacturer for a method to repair discrepancies. (Although Boeing 
Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, specifies 
this directive, the original and this supplemental NPRM propose to 
require operators to contact the FAA for a repair method.) JAL 
anticipates many such inquiries from operators, resulting in delayed 
responses from the manufacturer. The commenter requests that we delay 
issuing the final rule until a typical repair is incorporated into the 
structural repair manual (SRM).

[[Page 52909]]

    We do not agree with the commenter to delay the final rule until a 
typical repair can be incorporated into the SRM. Boeing Service 
Bulletin 747-53A2563, Revision 4, dated May 6, 2010, provides 
procedures for an inspection to determine the extent of scribe lines on 
the airplanes. This service bulletin refers to several SRMs as a source 
of information for repairing cracks. For certain repair instructions, 
this service bulletin also specifies to contact Boeing for repair 
instructions; however, paragraph (i) of this supplemental NPRM would 
require that operators repair in a manner approved by the FAA. In 
addition, Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 
2010, provides a LRTS inspection program for scribe lines found during 
the required inspections. We note the existing Model 747 SRMs 
referenced in Boeing Service Bulletin 747-53A2563, Revision 4, dated 
May 6, 2010, have lap splice repairs that are acceptable to repair 
scribe line damage. We have not changed the supplemental NPRM regarding 
this issue.

Request To Delay AD Issuance Pending Revised Inspection Interval

    JAL notes that the inspection interval is the same from butt joint 
to butt joint or lap joint to lap joint. JAL states that it understands 
that the stress value can be provided (i.e., the stress value can vary) 
from stringer to stringer or frame to frame. Therefore, JAL requests 
that we wait to issue the final rule until Boeing Service Bulletin 747-
53A2563, Revision 2, dated January 3, 2008, is revised to incorporate 
more detailed inspection intervals.
    We infer that the commenter is asking if the repetitive inspection 
intervals along a lap splice from butt joint to butt joint, or along a 
butt joint from lap splice to lap splice, may be extended in certain 
areas if the local stresses are used to determine the repetitive 
intervals. We do not find any benefit in variable repetitive inspection 
intervals for a lap splice or butt splice. The repetitive inspection 
intervals have been determined after a review of the specific stresses 
the commenter notes, and then the stress that provided the lowest 
repetitive interval was used to simplify the inspection along a lap or 
butt splice. If each stringer or frame bay stress were used along the 
entire joint, the work instructions would become too large to manage 
and accomplish in a reasonable manner. Also, Boeing has released Boeing 
Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, and this 
revision includes improved data for the repeat inspection interval for 
lap joint and butt joint areas. We have not changed the supplemental 
NPRM in regard to this issue.

Request To Revise Inspection Threshold for Certain Airplanes

    British Airways (BA) requests that we revise the inspection 
threshold for certain airplanes. BA states that the proposed inspection 
thresholds penalize operators of airplanes with lower flight cycles. BA 
recommends that we review Boeing's Fleet Team Resolution Process Item 
04134, which discusses the check level required to accomplish the Area 
1 inspections. According to the commenter, operator consensus indicates 
these inspections will require a D check. BA suggests that airplanes 
with fewer than 17,500 flight cycles be assigned a threshold of the 
earlier of the next D check following 15,000 total flight cycles, or 
19,000 total flight cycles, whichever is sooner.
    We do not agree to revise the inspection threshold for certain 
airplanes. We reviewed the Boeing Fleet Team Resolution Process Item 
04134, which suggests that a D check would be the suitable opportunity 
to accomplish the scribe line inspections. We do not specify compliance 
times in terms of ``letter checks.'' Since maintenance schedules vary 
among operators, we have determined that the compliance times as 
proposed are appropriate. The minimum grace period for compliance with 
this AD is 1,500 flight cycles for airplanes with fewer than 17,500 
total flight cycles, which corresponds to approximately 3 years based 
on a typical utilization of 500 flight cycles per year for long-haul 
airplanes. A 3-year grace period is sufficient for operators to plan 
for the scribe line inspections, and will allow for timely data 
collection for use in developing final action and determining whether 
this AD should be revised in the future. We have not changed the 
supplemental NPRM regarding this issue. However, operators may request 
an AMOC in accordance with the procedures in paragraph (m) of this AD.

Request To Extend Compliance Time for Certain Inspection Locations

    Boeing requests that we extend the compliance time for certain 
inspection locations. Boeing reports that recent engineering analysis 
has revealed slightly reduced stresses in the STA 1283 butt joint. The 
resulting greater analytical threshold and interval value would allow 
for longer compliance times to inspect this location on certain 
airplanes. Boeing therefore requests that we add the following new 
paragraph as an additional exception to the service bulletin 
specifications in the proposed AD:

    (i) This AD required performing the inspections of the STA 1283 
butt joint on Groups 3 and 4 from STR-4.6 to STR-6 per Service 
Bulletin 747-53A2563 Revision 2, dated January 3, 2008, except 
allows this location to be treated as Area 2 rather than Area 1 for 
the initial inspection threshold and allows a LRTS inspection 
interval of 1500 flight cycles rather than 500.

Boeing states that this change would be reflected in a future revision 
to the service bulletin.
    We agree with the request. However, since the time that Boeing 
submitted its comments, Boeing released Service Bulletin 747-53A2563, 
Revision 4, dated May 6, 2010, which incorporates the inspection and 
compliance times described above. Because the inspection and times are 
included in Revision 4 of this service bulletin and we propose to 
mandate the requirements contained in Boeing Service Bulletin 747-
53A2563, Revision 4, dated May 6, 2010, this inspection is no longer a 
difference between the service bulletin specification and this 
supplemental NPRM. We have not changed the supplemental NPRM in this 
regard.

Request To Revise Reporting Requirement

    Boeing requests that we revise the reporting requirement, which is 
paragraph (i) in the NPRM (now identified as paragraph (j) in this 
supplemental NPRM), to require operators to also report the maximum 
scribe depth on each airplane. Boeing states that this pertinent 
information would allow Boeing to better assess the accuracy of the 747 
inspection program, and is necessary for Boeing to re-evaluate the 
accuracy of the overall scribe analysis methodology.
    We agree with the request to revise the reporting requirement. The 
scribe depths must be determined during the mandated inspections, and 
this intent was included in the phrase in paragraph (i) of the original 
NPRM that reads ``description of any discrepancies found.'' However, we 
have included additional language to clarify the reporting requirement 
by specifying that scribe depths are to be included in the required 
report. Including the depth information with the required report, 
therefore, would create no additional burden to operators. We have 
revised paragraph (j) of this supplemental NPRM to clarify this 
requirement.

Request To Limit Data Collection

    BA requests that we limit the data collection. BA questions the 
need for the reporting requirement specified in

[[Page 52910]]

the NPRM. BA claims that the reports, as they are being submitted, 
would soon provide Boeing with adequate data to reassess the proposed 
actions and compliance times (based on the number of affected 
airplanes). BA recommends that provisions be included in the NPRM to 
ensure that Boeing and the FAA will reassess the data in a timely 
manner, after a statistically significant number of data points have 
been collected--with a view to revising the service bulletin and AD 
compliance times based on actual data.
    We infer that BA is requesting that we eventually remove the 
reporting requirement from the AD. We partially agree. We do not agree 
to remove the reporting requirements from this supplemental NPRM. The 
original NPRM and this supplemental NPRM clearly note that this AD is 
considered interim action. Data received from the required reporting 
will be evaluated to help determine whether further rulemaking will be 
necessary or whether the inspection requirements can be relaxed. We 
have not changed the supplemental NPRM in this regard.

Request To Provide Additional Detail in the Service Bulletin

    KLM notes that Boeing Service Bulletin 747-53A2563, Revision 2, 
dated January 3, 2008, provides for some relief for un-inspectable 
locations, but states that this relief is insufficient for several 
structural details, and no alternative inspection method is available. 
The commenter provides no further information.
    We infer that KLM is requesting that we delay issuance of the final 
rule until Boeing Service Bulletin 747-53A2563, Revision 2, dated 
January 3, 2008, is revised to provide the structural details. Boeing 
has released Boeing Service Bulletin 747-53A2563, Revision 4, dated May 
6, 2010, which provides more information regarding inspections. We have 
revised this supplemental NPRM to refer to Boeing Service Bulletin 747-
53A2563, Revision 4, dated May 6, 2010, as the appropriate source of 
service information in this supplemental NPRM.

Request To Stipulate Credit Conditions

    Boeing states that paragraph (j) of the NPRM indicated that 
operators could receive credit for inspections done before the 
effective date of the AD according to the Boeing Alert Service Bulletin 
747-53A2563, dated March 29, 2007. But, as Boeing notes, operators who 
inspected using Boeing Alert Service Bulletin 747-53A2563, dated March 
29, 2007, would not likely have inspected STA 1283, a new area of 
inspection added in Boeing Service Bulletin 747-53A2563, Revision 2, 
dated January 3, 2008, and included in the original NPRM. Boeing 
therefore requests that we revise paragraph (j) of the NPRM (which is 
now paragraph (l) of the supplemental NPRM) to include the following 
provisions related to this inspection area:
    <bullet> Required inspection for scribe damage of the STA 1283 butt 
joint on Groups 3 and 4 from STR-4.5 to STR-6 in accordance with Boeing 
Service Bulletin 747-53A2563, Revision 2, dated January 3, 2008;
    <bullet> A compliance time within 1,500 flight cycles after the 
effective date of this AD or before the threshold cycle limit 
corresponding to the Area 2 inspection, whichever occurs later; and
    <bullet> Repair of scribe damage as specified in paragraph (f) of 
the NPRM (which is now paragraph (g) of the supplemental NPRM).
    We agree, for the reasons provided by the commenter. However, since 
the time that Boeing submitted its comments, it issued Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010, which incorporates the 
inspection and compliance times described above along with other 
inspections required for airplanes that were previously inspected in 
accordance with earlier issues of this service bulletin. Because the 
referenced inspection and times are included in Revision 4 of this 
service bulletin and we propose to mandate the requirements contained 
in Revision 4 of this service bulletin, there is no need to state this 
requirement specifically. Rather, we have added a new paragraph (k) to 
this supplemental NPRM to require certain actions done in accordance 
with Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 
2010, for airplanes that were previously inspected in accordance with 
Boeing Alert Service Bulletin 747-53A2563, dated March 29, 2007; Boeing 
Service Bulletin 747-53A2563, Revision 2, dated January 3, 2008; or 
Boeing Service Bulletin 747-53A2563, Revision 3, dated June 11, 2009.

Request To Add Exception to Inspection Requirements

    BA notes that the Relevant Service Information section of the NPRM 
describes conditions under which certain inspections would not be 
required. BA requests that we revise that section to include the 
following additional exception:

    Where the airplane has been delivered without fillet sealed lap 
joints (i.e., is not included in the listing in the SB appendix E), 
and the operator has not applied sealant to the lap joints during 
any maintenance or paint input, then lap joint inspections are not 
required.

The commenter adds that this condition is provided in Boeing Service 
Bulletin 747-53A2563, Revision 2, dated January 3, 2008.
    We do not agree with the request. Appendix E of this service 
bulletin identifies airplanes that had fillet seals installed during 
production. Several operators subsequently removed the fillet seals, 
and a listing was needed to ensure that those airplanes delivered with 
fillet seals would be inspected. In addition, fillet seals might have 
been applied to lap joints at various times and subsequently removed, 
and maintenance records might not contain sufficient detail for such an 
exclusion. We have not changed the supplemental NPRM regarding this 
issue.

FAA's Determination and Proposed Requirements of the Supplemental NPRM

    We are proposing this supplemental NPRM because we evaluated all 
pertinent information and determined an unsafe condition exists and is 
likely to exist or develop on other products of these same type 
designs. Certain changes described above expand the scope of the 
original NPRM. As a result, we have determined that it is necessary to 
reopen the comment period to provide additional opportunity for the 
public to comment on this supplemental NPRM.

Explanation of Change to Costs of Compliance

    Since issuance of the original NPRM, we have increased the labor 
rate used in the Costs of Compliance from $80 per work-hour to $85 per 
work-hour. The Costs of Compliance information, below, reflects this 
increase in the specified hourly labor rate.

Costs of Compliance

    There are about 1,038 airplanes of the affected design in the 
worldwide fleet. The following table provides the estimated costs for 
U.S. operators to comply with this supplemental NPRM.

[[Page 52911]]



                                                                                         Estimated Costs
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                                                                                                                               Number of
                                                                          Average                                                U.S.-
                Action                           Work  hours             labor rate             Cost per  airplane             registered                        Fleet cost
                                                                          per hour                                             airplanes
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Detailed inspections.................  1,020 to 1,140.................          $85  $86,700 to $96,900.....................          219  $18,987,300 to $21,221,100.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

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 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 this 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.
    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.

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.


Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new AD:

The Boeing Company: Docket No. FAA-2008-0107; Directorate Identifier 
2007-NM-087-AD.

Comments Due Date

    (a) We must receive comments by September 24, 2010.

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, 747SP, and 747SR series airplanes, certificated in any 
category; as identified in Boeing Service Bulletin 747-53A2563, 
Revision 4, dated May 6, 2010.

Subject

    (d) Air Transport Association (ATA) of America Code 53: 
Fuselage.

Unsafe Condition

    (e) This AD results from reports of scribe lines found at lap 
joints and butt joints, around external doublers and antennas, and 
at locations where external decals had been cut. We are issuing this 
AD to detect and correct scribe lines, which can develop into 
fatigue cracks in the skin and cause sudden decompression of the 
airplane.

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.

Inspection

    (g) At the applicable times specified in Tables 1 through 21 and 
Table 25 in paragraph 1.E., ``Compliance,'' of Boeing Service 
Bulletin 747-53A2563, Revision 4, dated May 6, 2010, except as 
provided in paragraph (h) of this AD, do detailed inspections for 
scribe lines of affected lap and butt splices, wing-to-body fairing 
locations, and external repair and cutout reinforcement areas, and 
do all applicable related investigative and corrective actions, by 
accomplishing all actions specified in the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, except as provided by paragraph (i) of this AD.

    Note 1:  The inspection exemptions noted in paragraph 1.E., 
``Compliance,'' of Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, apply to this AD provided that the operator meets 
the requirements stated in each applicable exemption.

Exceptions to Service Bulletin Specifications

    (h) Where Boeing Service Bulletin 747-53A2563, Revision 4, dated 
May 6, 2010, specifies a compliance time after the date on that 
revision or any previous issue of Boeing Service Bulletin 747-
53A2563, this AD requires compliance within the specified compliance 
time after the effective date of this AD. Where Boeing Service 
Bulletin 747-53A2563 states that airplane flight-cycle time shall be 
calculated after the ``issue date on this service bulletin,'' this 
AD requires the airplane flight-cycle time to be calculated as of 
the effective date of this AD.
    (i) Where Boeing Service Bulletin 747-53A2563, Revision 4, dated 
May 6, 2010, specifies to contact Boeing for appropriate action, 
accomplish applicable actions before further flight using a method 
approved in accordance with the procedures specified in paragraph 
(m) of this AD.

Report

    (j) At the applicable time specified in paragraph (j)(1) or 
(j)(2) of this AD: Submit a report of the findings (both positive 
and negative) of the inspections required by paragraphs (g) and (k) 
of this AD. Send the report to Boeing Commercial Airplanes, P.O. Box 
3707, Seattle, Washington 98124-2207. The report must contain, at a 
minimum, the inspection results, a description of any discrepancies 
including maximum scribe depth, the airplane serial number, and the 
number of flight cycles and flight hours on the airplane. Under the 
provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), 
the Office of Management and Budget (OMB) has approved the 
information collection requirements contained in this AD and has 
assigned OMB Control Number 2120-0056.
    (1) If the inspection was done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (2) If the inspection was done before the effective date of this 
AD: Submit the report within 30 days after the effective date of 
this AD.

[[Page 52912]]

Actions Accomplished According to Previous Issues of Service Bulletin

    (k) For airplanes that have been inspected before the effective 
date of this AD in accordance with the service information specified 
in Table 1 of this AD: At the applicable times specified in Tables 
22 through 24 and Tables 26 through 29 of paragraph 1.E., 
``Compliance,'' of Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, except as provided in paragraph (h) of this AD, 
do detailed inspections for scribe lines of affected lap splices, 
butt splices and cargo door lap splices; and do detailed and surface 
high frequency eddy current or ultrasonic inspections of scribe 
lines, and do all applicable related investigative and corrective 
actions, by accomplishing all the applicable actions specified in 
the Accomplishment Instructions of Boeing Service Bulletin 747-
53A2563, Revision 4, dated May 6, 2010, except as provided by 
paragraph (i) of this AD.

                    Table 1--Credit Service Bulletins
------------------------------------------------------------------------
              Document                Revision            Date
------------------------------------------------------------------------
Boeing Alert Service Bulletin 747-    Original  March 29, 2007.
 53A2563.
Boeing Service Bulletin 747-53A2563          2  January 3, 2008.
Boeing Service Bulletin 747-53A2563          3  June 11, 2009.
------------------------------------------------------------------------


    Note 2: Boeing Alert Service Bulletin 747-53A2563, Revision 1, 
dated November 8, 2007, was published with omitted information. 
Actions accomplished according to Boeing Alert Service Bulletin 747-
53A2563, Revision 1, dated November 8, 2007, are not considered 
acceptable for compliance with this AD.

    (l) Actions accomplished before the effective date of this AD 
according to the service information identified in Table 1 of this 
AD are considered acceptable for compliance with the corresponding 
actions specified in paragraph (g) of this AD, except as required by 
paragraph (k) of this AD.

Alternative Methods of Compliance (AMOCs)

    (m)(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: 
Nicholas Han, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, 
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., 
Renton, Washington 98057-3356; telephone (425) 917-6449; fax (425) 
917-6590. Or, e-mail information to <a href="/cdn-cgi/l/email-protection#487165090605651b2d293c3c242d65090b07650905070b651a2d393d2d3b3c3b082e2929662f273e"><span class="__cf_email__" data-cfemail="261f0b67686b0b75434752524a430b6765690b676b69650b74435753435552556640474708414950">[email protected]</span></a>.
    (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 Authority (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.

    Issued in Renton, Washington, on August 13, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-21523 Filed 8-27-10; 8:45 am]
BILLING CODE 4910-13-P


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