[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:
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 [email protected];
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:
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.
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.
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).
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.
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:
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;
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
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
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Detailed inspections................. 1,020 to 1,140................. $85 $86,700 to $96,900..................... 219 $18,987,300 to $21,221,100.
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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 [email protected].
(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