Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Proposed Rules 33377 

exposure of occupants to liquid oxygen 

from a leak or condensation. 

2. The liquid-oxygen converter must 

be located in the airplane so that there 

is no risk of damage to the converter due 

to an uncontained rotor or propellerblade failure. 

3. The liquid-oxygen system’s 

associated gaseous-oxygen-distribution 

lines should be designed and located to 

minimize the hazard from uncontained 

rotor or propeller-blade debris. 

4. The flight-deck oxygen system must 

meet the supply requirements of Part 

121 in the event the oxygen-distribution 

line is severed by a rotor or propellerblade fragment. 

5. The pressure-relief valves on the 

liquid-oxygen converters must be 

vented overboard. The ventilation 

means must be configured such that 

liquid and gaseous oxygen will be 

exhausted so that oxygen will not 

accumulate inside the airplane. Means 

must be provided to prevent 

hydrocarbon-fluid migration from 

impinging upon the vent outlet of the 

liquid-oxygen system. 

6. The system must include 

provisions to ensure complete 

conversion of the liquid oxygen to 

gaseous oxygen. The resultant oxygen 

gas must be delivered to the first oxygen 

outlet for breathing such that the 

temperature is no more than 35 °F less 

than the cabin ambient temperature or 

32 °F (whichever is greater), under the 

conditions of the maximum demand or 

flow of oxygen gas for normal use of the 

oxygen system. A liquid-oxygen shutoff 

valve must be installed on the main 

oxygen-distribution line prior to any 

secondary lines. The shutoff valve must 

be both compatible with liquid-oxygen 

temperatures and readily accessible 

(either directly if manual, or by remote 

activation if automatic). 

7. If multiple converters are used, the 

design should ensure that a leak in one 

converter does not result in leakage of 

oxygen from any other converter. 

8. Approved flexible hoses must be 

used for the airplane-systems 

connections to shock-mounted 

converters, where movement relative to 

the airplane may occur. 

9. Condensation from system 

components or lines must be collected 

by drip pans, shields, or other suitable 

collection means, and drained 

overboard through a drain fitting 

separate from the liquid-oxygen vent 

fitting, as specified in special condition 

5, above. 

10. Oxygen-system components must 

be burst-pressure tested to 3.0 times, 

and proof-pressure tested to 1.5 times, 

the maximum normal operating 

pressure. Compliance with the 

requirement for burst testing may be 

shown by similarity analysis, or a 

combination of similarity analysis and 

test. 

11. Oxygen-system components must 

be electrically bonded to the airplane 

structure. 

12. All gaseous or liquid-oxygen 

connections located in close proximity 

to an ignition source must be shrouded 

and vented overboard using the system 

specified in special condition 5, above. 

13. A means must be provided to 

indicate to the flight crew the quantity 

of available oxygen. 

14. Instructions for Continued 

Airworthiness (ICA) per § 25.1529 must 

be provided for the safe operation and 

maintenance of the liquid-oxygen 

system. 

15. Emergency procedures must be 

developed for the aircraft crew to 

address aircraft-safety-related 

malfunctions of the liquid-oxygen 

system. 

16. The liquid-oxygen-system 

equipment, including the tank, must be 

retained under all loads up to those 

specified in § 25.561(b)(3). The tank 

must be able to resist rupture and to 

retain the liquid oxygen, under the 

inertia forces prescribed for the 

emergency-landing conditions in 

§ 25.561. In addition, the tank must be 

able to withstand, without failure, the 

vibration, inertia, fluid, and structural 

loads that it may be subjected to in 

operation. The liquid-oxygen 

components, including the tank, must 

be protected from scraping or impact 

from baggage, cargo, or other contents. 

Issued in Renton, Washington, on July 7, 

2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–16504 Filed 7–10–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0607; Directorate 

Identifier 2009–NM–024–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100B SUD, 747–200B, 747– 

300, 747–400, and 747–400D Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to all Boeing 

Model 747–100B SUD, 747–300, 747– 

400, and 747–400D series airplanes; and 

Model 747–200B series airplanes having 

a stretched upper deck. The existing AD 

currently requires repetitively 

inspecting for cracking or discrepancies 

of the fasteners in the tension ties, shear 

webs, and frames at body stations 1120 

through 1220; and related investigative 

and corrective actions if necessary. This 

proposed AD would also require 

modifying the frame-to-tension-tie joints 

at body stations 1120 through 1220 

(including related investigative actions 

and corrective actions if necessary), 

which would provide a terminating 

action for the repetitive inspections. 

This proposed AD would also require 

new repetitive inspections after the 

modification, corrective actions if 

necessary, and additional modification 

requirements at a specified time after 

the first modification. This proposed AD 

would also remove certain airplanes 

from the applicability. This proposed 

AD results from reports of cracked and 

severed tension ties, broken fasteners, 

and cracks in the frame, shear web, and 

shear ties adjacent to tension ties for the 

upper deck. We are proposing this AD 

to detect and correct cracking of the 

tension ties, shear webs, and frames of 

the upper deck, which could result in 

rapid decompression and reduced 

structural integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by August 27, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

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

me.boecom@boeing.com; Internet 

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33378 Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Proposed Rules 

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 or 425–227–1152. 

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: 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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0607; Directorate Identifier 

2009–NM–024–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On November 15, 2007, we issued AD 

2007–23–18, amendment 39–15266 (72 

FR 65655, November 23, 2007), for all 

Boeing Model 747–100B SUD, 747–300, 

747–400, and 747–400D series 

airplanes; and Model 747–200B series 

airplanes having a stretched upper deck. 

That AD requires repetitively inspecting 

for cracking or discrepancies of the 

fasteners in the tension ties, shear webs, 

and frames at body stations 1120 

through 1220; and related investigative 

and corrective actions if necessary. That 

AD resulted from reports of multiple 

severed adjacent tension ties, in 

addition to the previous reports of 

cracked and severed tension ties, broken 

fasteners, and cracks in the frame, shear 

web, and shear ties adjacent to tension 

ties for the upper deck. We issued that 

AD to detect and correct cracking of the 

tension ties, shear webs, and frames of 

the upper deck, which could result in 

rapid decompression and reduced 

structural integrity of the airplane. 

Actions Since Existing AD Was Issued 

In AD 2007–23–18, we required 

inspection reports because the extent of 

cracking in the fleet was not known, and 

we specified that the inspection reports 

would help determine the damage 

condition of the fleet. We stated that, 

based on the results of those reports, we 

might determine that further corrective 

action is warranted. Since we issued 

that AD, the manufacturer has 

developed a new modification that 

would terminate the repetitive Stage 1 

and Stage 2 inspections required by 

paragraphs (f) and (i) of AD 2007–23–18. 

Therefore, further corrective action is 

warranted; however, this proposed AD 

does not provide a terminating action 

for all repetitive inspections. 

Boeing has also informed us that 

Model 747–400 airplanes converted to 

the 747–400 LCF (large cargo freighter) 

configuration (airplanes having variable 

numbers RT631, RT632, RT743, and 

RT876) no longer have the affected 

tension ties and, therefore, are not 

subject to the unsafe condition. These 

airplanes are no longer included in the 

effectivity of Boeing Alert Service 

Bulletin 747–53A2559, dated January 8, 

2009, described below. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–53A2559, dated 

January 8, 2009. The service bulletin 

describes procedures for modifying the 

frame-to-tension-tie joints at body 

stations 1120 through 1220. The 

modification includes installing a new 

frame and tension tie structure outboard 

of approximately buttock line 36, 

related investigative actions, and 

corrective actions if necessary. The 

related investigative actions include a 

detailed inspection for cracking of the 

remaining frame structure and tension 

tie structure and an open-hole high 

frequency eddy current inspection for 

cracking of the fastener holes opened 

during the modification. The corrective 

actions include contacting Boeing for 

repair instructions. The service bulletin 

also describes procedures for repetitive 

post-modification detailed inspections 

for cracking from body stations 1120 

through 1220. For airplanes on which 

any crack is found, the service bulletin 

specifies the corrective action of 

contacting Boeing for repair 

instructions. The service bulletin also 

specifies contacting Boeing for 

additional modification requirements at 

a specified time after doing the initial 

modification. 

Modifying the frame-to-tension-tie 

joints at body stations 1120 through 

1220 eliminates the need for the 

repetitive Stage 1 and Stage 2 inspection 

requirements of AD 2007–23–18. 

The compliance times in Boeing Alert 

Service Bulletin 747–53A2559, dated 

January 8, 2009, are: 

• For the initial modification: Before 

the accumulation of 17,000 total flight 

cycles, or within 3,000 flight cycles after 

the date on the service bulletin, 

whichever occurs later. 

• For the repetitive post-modification 

detailed inspections: Within 8,000 flight 

cycles after the modification, or within 

1,000 flight cycles after the date on the 

service bulletin, whichever occurs later; 

and repeated thereafter at intervals not 

to exceed 3,000 flight cycles. 

• For repair of any crack: Before 

further flight after finding the crack. The 

inspection is repeated thereafter at 

intervals not to exceed 3,000 flight 

cycles. 

• For the additional modification 

requirements: Before the accumulation 

of 14,000 flight cycles after the first 

modification, or within 1,000 flight 

cycles after the date on the service 

bulletin, whichever occurs later. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to develop on 

other airplanes of the same type design. 

For this reason, we are proposing this 

AD, which would supersede AD 2007– 

23–18 and would retain the 

requirements of the existing AD. This 

proposed AD would also require 

accomplishing the actions specified in 

the service bulletin described 

previously, except as discussed under 

‘‘Difference Between the Proposed AD 

and the Service Information.’’ 

Difference Between the Proposed AD 

and the Service Information 

The service bulletin specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• Using a method that we approve; or 

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• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Related Rulemaking 

On December 26, 2007, we issued AD 

2004–07–22 R1, amendment 39–15326 

(73 FR 1052, January 7, 2008), which is 

applicable to all 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. (A correction to 

AD 2004–07–22 R1 was published in 

the Federal Register on February 14, 

2008 (73 FR 8589).) That AD requires 

that the maintenance inspection 

program be revised to include 

inspections that will give no less than 

the required damage tolerance rating for 

each structural significant item, and 

repair of cracked structure. That AD 

resulted from a report of incidents 

involving fatigue cracking in transport 

category airplanes that are approaching 

or have exceeded their design service 

objective. We issued that AD to ensure 

the continued structural integrity of the 

affected airplanes. The repair and 

modification procedures of Boeing Alert 

Service Bulletin 747–53A2559, dated 

January 8, 2009, are alternative methods 

of compliance (AMOCs) for paragraphs 

(h), (i), and (j) of AD 2004–07–22 R1, 

only for the areas modified as given in 

the alert service bulletin. 

On August 2, 2007, we issued AD 

2007–16–19, amendment 39–15158 (72 

FR 45151, August 13, 2007), which is 

applicable to certain Boeing Model 747– 

200B, 747–300, and 747–400 series 

airplanes. That AD requires repetitive 

detailed inspections for cracking of the 

aft tension tie channels from body 

station (BS) 1120 to BS 1220 and from 

BS 880 to BS 1100, and corrective 

actions if necessary. That AD resulted 

from cracks found in the aft tension tie 

channels at four station locations on a 

Model 747–200B series airplane that 

had been modified to a special freighter. 

We issued that AD to detect and correct 

cracking of the aft tension tie channels; 

failure of more than one tension tie 

could result in rapid depressurization of 

the airplane. The applicable inspection, 

repair, and modification procedures of 

Boeing Alert Service Bulletin 747– 

53A2559, dated January 8, 2009, are 

AMOCs for paragraph (f) of AD 2007– 

16–19, only for the areas modified as 

given in the alert service bulletin. 

Changes to Existing AD 

This proposed AD would retain the 

requirements of AD 2007–23–18. Since 

AD 2007–23–18 was issued, the AD 

format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2007–23–18 

Corresponding 

requirement in this 

proposed AD 

paragraph (f) ............. paragraph (g). 

paragraph (g) ............ paragraph (h). 

paragraph (h) ............ paragraph (i). 

paragraph (i) ............. paragraph (j). 

paragraph (j) ............. paragraph (k). 

paragraph (k) ............ paragraph (l). 

We have removed paragraph (b)(2) of 

AD 2007–23–18. Global AMOC approval 

has been previously given to Boeing for 

AD 2004–07–22 R1. Therefore, that 

paragraph is no longer necessary. 

Interim Action 

We consider this proposed AD 

interim action. If final action is later 

identified, we might consider further 

rulemaking then. 

Costs of Compliance 

There are about 618 airplanes of the 

affected design in the worldwide fleet, 

which includes 72 U.S.-registered 

airplanes. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. The 

average labor rate is $80 per work hour. 

ESTIMATED COSTS

Action Work hours Parts Cost per airplane Fleet cost 

Stage 1 inspections (required by AD 2007–23–18) ...... 19 ................ $0 ................ $1,520 per inspection 

cycle.

$109,440 per inspection 

cycle. 

Stage 2 inspections (required by AD 2007–23–18) ...... 83 ................ $0 ................ $6,640 ............................... $478,080 per inspection 

cycle. 

Modification (new proposed action) .............................. 257 to 263 ... $341,334 to 

$345,490.

$361,894 to $366,530 ....... $26,056,368 to 

$26,390,160.1

Post-modification inspections (new proposed action) ... 6 .................. $0 ................ $480 per inspection cycle $34,560 per inspection 

cycle. 

1 Depending on airplane configuration. 

Because the manufacturer has not yet 

specified the additional modification 

actions commensurate with the 

additional modification specified by 

this proposed AD, we cannot provide 

specific information regarding the 

required number of work hours or the 

cost of parts to do the proposed 

additional modification. Additional 

modification costs will likely vary 

depending on the operator and the 

airplane configuration. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

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For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing amendment 39–15266 (72 FR 

65655, November 23, 2007) and adding 

the following new AD: 

Boeing: Docket No. FAA–2009–0607; 

Directorate Identifier 2009–NM–024–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by August 27, 2009. 

Affected ADs 

(b) This AD supersedes AD 2007–23–18. 

Applicability 

(c) This AD applies to Boeing Model 747– 

100B SUD, 747–200B, 747–300, 747–400, and 

747–400D series airplanes AD, certificated in 

any category, as identified in Boeing Alert 

Service Bulletin 747–53A2559, dated January 

8, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of cracked 

and severed tension ties, broken fasteners, 

and cracks in the frame, shear web, and shear 

ties adjacent to tension ties for the upper 

deck. The Federal Aviation Administration is 

issuing this AD to detect and correct cracking 

of the tension ties, shear webs, and frames of 

the upper deck, which could result in rapid 

decompression and reduced structural 

integrity 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. 

Restatement of the Requirements of AD 

2007–23–18 

Repetitive Stage 1 Inspections 

(g) Do detailed inspections for cracking or 

discrepancies of the fasteners in the tension 

ties, shear webs, and frames at body stations 

1120 through 1220, and related investigative 

and corrective actions as applicable, by doing 

all actions specified in and in accordance 

with ‘‘Stage 1 Inspection’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2507, dated April 

21, 2005, except as provided by paragraph (k) 

of this AD. Do the Stage 1 inspections at the 

applicable times specified in paragraphs (h) 

and (i) of this AD, except as provided by 

paragraphs (g)(1) and (g)(2) of this AD. All 

applicable related investigative and 

corrective actions must be done before 

further flight. Doing the modification 

required by paragraph (m) of this AD 

terminates the repetitive inspection 

requirements of this paragraph. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2507, 

dated April 21, 2005, specifies a compliance 

time relative to the original issue date of the 

service bulletin, this AD requires compliance 

before the specified compliance time after 

April 26, 2006 (the effective date of AD 

2006–06–11, amendment 39–14520, which 

was superseded by AD 2007–23–18). 

(2) For any airplane that reaches the 

applicable compliance time for the initial 

Stage 2 inspection (as specified in Table 1, 

Compliance Recommendations, under 

paragraph 1.E. of Boeing Alert Service 

Bulletin 747–53A2507, dated April 21, 2005) 

before reaching the applicable compliance 

time for the initial Stage 1 inspection: 

Accomplishment of the initial Stage 2 

inspection eliminates the need to do the 

Stage 1 inspections. 

Compliance Time for Initial Stage 1 

Inspection 

(h) Do the initial Stage 1 inspection at the 

earlier of the times specified in paragraphs 

(h)(1) and (h)(2) of this AD. 

(1) At the earlier of the times specified in 

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

(i) At the applicable time specified in 

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

Alert Service Bulletin 747–53A2507, dated 

April 21, 2005. 

(ii) Before the accumulation of 10,000 total 

flight cycles, or within 250 flight cycles after 

November 28, 2007 (the effective date of AD 

2007–23–18), whichever occurs later. 

(2) At the later of the times specified in 

paragraphs (h)(2)(i) and (h)(2)(ii) of this AD. 

(i) Before the accumulation of 12,000 total 

flight cycles. 

(ii) Within 50 flight cycles or 20 days, 

whichever occurs first, after November 28, 

2007. 

Compliance Times for Repetitive Stage 1 

Inspections 

(i) Repeat the Stage 1 inspection specified 

in paragraph (g) of this AD at the time 

specified in paragraph (i)(1) or (i)(2), as 

applicable. Repeat the inspection thereafter 

at intervals not to exceed 250 flight cycles, 

until the initial Stage 2 inspection required 

by paragraph (j) of this AD has been done. 

(1) For airplanes on which the initial Stage 

1 inspection had not been accomplished as 

of November 28, 2007: Do the next inspection 

before the accumulation of 10,000 total flight 

cycles, or within 250 flight cycles after the 

initial Stage 1 inspection done in accordance 

with paragraph (g) of this AD, whichever 

occurs later. 

(2) For airplanes on which the initial Stage 

1 inspection had been accomplished as of 

November 28, 2007: Do the next inspection 

at the applicable time specified in paragraph 

(i)(2)(i) or (i)(2)(ii) of this AD. 

(i) For airplanes that had accumulated 

fewer than 12,000 total flight cycles as of 

November 28, 2007: Do the next inspection 

before the accumulation of 10,000 total flight 

cycles, or within 250 flight cycles after 

November 28, 2007, whichever occurs later. 

(ii) For airplanes that had accumulated 

12,000 total flight cycles or more as of the 

effective date of this AD: Do the next 

inspection at the later of the times specified 

in paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of 

this AD. 

(A) Within 250 flight cycles after 

accomplishment of the initial Stage 1 

inspection. 

(B) Within 50 flight cycles or 20 days, 

whichever occurs first, after November 28, 

2007. 

Repetitive Stage 2 Inspections 

(j) Do detailed and high frequency eddy 

current inspections for cracking or 

discrepancies of the fasteners in the tension 

ties, shear webs, and frames at body stations 

1120 through 1220, and related investigative 

and corrective actions as applicable, by doing 

all actions specified in and in accordance 

with ‘‘Stage 2 Inspection’’ of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2507, dated April 

21, 2005, except as provided by paragraph (k) 

of this AD. Do the initial and repetitive Stage 

2 inspections at the applicable times 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2507, 

dated April 21, 2005. All applicable related 

investigative and corrective actions must be 

done before further flight. Accomplishment 

of the initial Stage 2 inspection ends the 

repetitive Stage 1 inspections. Doing the 

modification required by paragraph (m) of 

this AD terminates the repetitive inspection 

requirements of this paragraph. 

Exception to Corrective Action Instructions 

(k) If any discrepancy, including but not 

limited to cracking, or broken, loose, or 

missing fasteners, is found during any 

inspection required by paragraphs (g) 

through (j) of this AD, and Boeing Alert 

Service Bulletin 747–53A2507, dated April 

21, 2005, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the discrepancy using a method 

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approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

Reporting Requirement 

(l) At the applicable time specified in 

paragraph (l)(1) or (l)(2) of this AD, submit 

a report of the findings (both positive and 

negative) of each Stage 1 inspection required 

by paragraph (g) of this AD to Boeing 

Commercial Airplanes; Attention: Manager, 

Airline Support; P.O. Box 3707 MC 04–ER; 

Seattle, Washington 98124–2207; fax (425) 

266–5562. The report must include the 

inspection results, a description of any 

discrepancies found, the inspections 

performed, the airplane serial number, and 

the number of total accumulated flight cycles 

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) For any inspection done after November 

28, 2007: Submit the report within 30 days 

after the inspection. 

(2) For any inspection done before 

November 28, 2007: Submit the report within 

30 days after November 28, 2007. 

New Requirements of This AD 

Modification 

(m) Except as provided by paragraphs 

(m)(1) and (m)(2) of this AD: At the times 

specified in paragraph 1.E, ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2559, 

dated January 8, 2009, modify the frame-totension-tie joints at body stations 1120 

through 1220; do all related investigative and 

applicable corrective actions; do the 

repetitive post-modification detailed 

inspections for cracking of the tension tie and 

frame structure and all applicable corrective 

actions; and do the additional modification. 

Do all actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2559, dated January 

8, 2009. Modifying the frame-to-tension-tie 

joints at body stations 1120 through 1220 

terminates the repetitive inspection 

requirements of paragraphs (g) and (j) of this 

AD. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2559, 

dated January 8, 2009, specifies a compliance 

time relative to the original issue date of the 

service bulletin, this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(2) Where Boeing Alert Service Bulletin 

747–53A2559, dated January 8, 2009, 

specifies to contact Boeing for repair 

instructions or additional modification 

requirements: Before further flight, repair the 

discrepancy or do the modification using a 

method approved in accordance with the 

procedures specified in paragraph (n) of this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(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 Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6437; fax (425) 917–6590. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by 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 14 CFR 

25.571, Amendment 45, and the approval 

must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 2007–23–18 are 

approved as AMOCs for the corresponding 

requirements of paragraphs (g) and (j) of this 

AD. 

Issued in Renton, Washington, on June 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–16463 Filed 7–10–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2009–0552; Airspace 

Docket No. 09–ANM–7] 

Proposed Establishment of Class E 

Airspace; Ronan, MT 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: This action proposes to 

establish Class E airspace at Ronan, MT. 

Additional controlled airspace is 

necessary to accommodate aircraft using 

a new Area Navigation (RNAV) Global 

Positioning System (GPS) Standard 

Instrument Approach Procedure (SIAP) 

at Ronan Airport, Ronan, MT. The FAA 

is proposing this action to enhance the 

safety and management of aircraft 

operations at Ronan Airport. 

DATES: Comments must be received on 

or before August 27, 2009. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. Telephone (202) 

366–9826. You must identify FAA 

Docket No. FAA–2009–0552; Airspace 

Docket No. 09–ANM–7, at the beginning 

of your comments. You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue, SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA 

2009–0552 and Airspace Docket No. 09– 

ANM–7) and be submitted in triplicate 

to the Docket Management System (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2009–0552 and 

Airspace Docket No. 09–ANM–7.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS