Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and 747SP Series Airplanes

[Federal Register Volume 73, Number 157 (Wednesday, August 13, 2008)]
[Rules and Regulations]
[Pages 47035-47039]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E8-17776]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-0043; Directorate Identifier 2007-NM-058-AD; 
Amendment 39-15632; AD 2008-16-14]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and 
747SP Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD), which applies to certain Boeing Model 747 series airplanes. That 
AD currently requires inspecting to detect cracking in certain lower 
lobe fuselage skin lap joints, doing repetitive inspections for 
cracking at certain fastener locations having countersunk fasteners, 
and replacing countersunk fasteners with protruding head fasteners at 
certain fastener locations. This new AD requires replacing a previous 
high-frequency eddy current (HFEC) inspection method with a new HFEC 
inspection method, adding a one-time inspection for cracking of certain 
airplanes, and terminating the adjustment factor for the inspection 
compliance times based on cabin differential pressure. This AD also 
requires inspecting additional lap joints. This AD results from reports 
of fuselage skin cracks found at certain countersunk fastener locations 
in the upper row of lap joints near the wing-to-body fairings, and from 
a report that the presence of Alodine-coated rivets could cause faulty 
results during the required inspections using the optional sliding 
probe HFEC inspection method specified in the existing AD. We are 
issuing this AD to prevent reduced structural integrity of the 
fuselage.

DATES: This AD becomes effective September 17, 2008.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of September 17, 
2008.
    On August 24, 1994 (59 FR 37659, July 25, 1994), the Director of 
the Federal Register approved the incorporation by reference of Boeing 
Service Bulletin 747-53A2312, including the ``Addendum,'' Revision 2, 
dated October 8, 1992.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (telephone 800-647-5527) is the Document Management 
Facility, U.S. Department of Transportation, Docket Operations, M-30, 
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98057-3356; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Discussion

    The FAA issued a supplemental notice of proposed rulemaking (NPRM) 
to amend 14 CFR part 39 to include an AD that supersedes AD 94-15-06, 
amendment 39-8977 (59 FR 37659, July 25, 1994). The existing AD applies 
to certain Boeing Model 747 series airplanes. That supplemental NPRM 
was published in the Federal Register on May 7, 2008 (73 FR 25601). 
That supplemental NPRM proposed to continue to require inspecting to 
detect cracking in certain lower lobe fuselage skin lap joints, doing 
repetitive

[[Page 47036]]

inspections for cracking at certain fastener locations having 
countersunk fasteners, and replacing countersunk fasteners with 
protruding head fasteners at certain fastener locations. That 
supplemental NPRM also proposed to require replacing a previous high-
frequency eddy current (HFEC) inspection method with a new HFEC 
inspection method, adding a one-time inspection for cracking of certain 
airplanes, and terminating the adjustment factor for the inspection 
compliance times based on cabin differential pressure. That 
supplemental NPRM also proposed to require inspecting additional lap 
joints.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the single comment that has 
been received on the supplemental NPRM. The commenter, Boeing, supports 
the NPRM.

Conclusion

    We have carefully reviewed the available data, including the 
comment that has been received, and determined that air safety and the 
public interest require adopting the AD as proposed.

Costs of Compliance

    There are about 348 airplanes in the worldwide fleet. We estimate 
that this AD affects 90 airplanes of U.S. registry. The issue 
associated with Alodine-coated aluminum rivets occurs on 162 airplanes 
in the worldwide fleet and affects 24 airplanes of U.S. registry. The 
following table provides the estimated costs for U.S. operators to 
comply with this AD. The average labor rate is $80 per work hour.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                  Number of
            Action               Work hours         Parts         affected         Cost per         Fleet cost
                                                                  airplanes        airplane
----------------------------------------------------------------------------------------------------------------
Inspections (required by AD                14              $0              90  $1,120, per       $100,800, per
 94-15-06 and retained in                                                       inspection        inspection
 this AD).                                                                      cycle.            cycle.
Inspections (required by AD                82               0              90  $6,560, per       $590,400, per
 94-15-06 and retained in                                                       inspection        inspection
 this AD).                                                                      cycle.            cycle.
Modification (required by AD              124           (\1\)              90  $9,920..........  $892,800.
 94-15-06 and retained in
 this AD).
One-time inspection (new                    4               0              24  $320............  $7,680.
 action).
----------------------------------------------------------------------------------------------------------------
\1\ Minimal.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD will not have a 
substantial direct effect on the States, on the relationship between 
the national government and the States, or on the distribution of power 
and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866;
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and
    (3) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
removing amendment 39-8977 (59 FR 37659, July 25, 1994) and by adding 
the following new airworthiness directive (AD):

2008-16-14 Boeing: Amendment 39-15632. Docket No. FAA-2007-0043; 
Directorate Identifier 2007-NM-058-AD.

Effective Date

    (a) This AD becomes effective September 17, 2008.

Affected ADs

    (b) This AD supersedes AD 94-15-06.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B 
SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and 
747SP series airplanes, certificated in any category, as identified 
in Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated 
February 8, 2007.

[[Page 47037]]

Unsafe Condition

    (d) This AD results from reports of fuselage skin cracks found 
at certain countersunk fastener locations in the upper row of lap 
joints near the wing-to-body fairings, and from a report that the 
presence of Alodine-coated rivets could cause faulty results during 
the required inspections using the optional sliding probe high 
frequency eddy current (HFEC) inspection method specified in AD 94-
15-06. We are issuing this AD to prevent reduced structural 
integrity of the fuselage.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Requirements of AD 94-15-06 With Revised Body Station and Stringer 
Locations

Inspections for Airplanes Having Line Numbers 201 Through 765 Inclusive

    (f) For airplanes having line numbers 201 through 765 inclusive: 
Conduct an HFEC inspection to detect cracking of the lower lobe lap 
joints in the vicinity of the wing-to-body fairings, in accordance 
with Boeing Alert Service Bulletin 747-53A2312, dated June 12, 1989; 
Revision 1, dated March 29, 1990; Revision 2, dated October 8, 1992; 
or Revision 3, dated February 8, 2007; except as provided by 
paragraph (u) of this AD; at the time specified in paragraph (f)(1), 
(f)(2), (f)(3), or (f)(4) of this AD, as applicable. As of the 
effective date of this AD, only Revision 3 shall be used. Repeat 
this inspection thereafter at intervals not to exceed 4,000 landings 
until the inspection required by paragraph (j) of this AD is 
accomplished.
    (1) For airplanes that have accumulated less than 11,200 total 
landings as of February 5, 1990 (the effective date of AD 90-01-07, 
amendment 39-6440, which was superseded by AD 94-15-06): Prior to 
the accumulation of 11,000 total landings, or within the next 1,000 
landings after February 5, 1990, whichever occurs later.
    (2) For airplanes that have accumulated 11,200 or more total 
landings but less than 15,201 total landings as of February 5, 1990: 
Within the next 1,000 landings after February 5, 1990, or prior to 
the accumulation of 15,500 total landings, whichever occurs earlier.
    (3) For airplanes that have accumulated 15,201 or more total 
landings but less than 18,200 total landings as of February 5, 1990: 
Within the next 300 landings after February 5, 1990, or prior to the 
accumulation of 18,250 total landings, whichever occurs earlier.
    (4) For airplanes that have accumulated 18,200 or more landings 
as of February 5, 1990: Within the next 50 landings after February 
5, 1990.

Repair and Modification for Airplanes Having Line Numbers 201 Through 
765 Inclusive

    (g) For airplanes having line numbers 201 through 765 inclusive: 
Accomplish the requirements of paragraphs (g)(1) and (g)(2) of this 
AD.
    (1) If any cracking is detected during the inspections required 
by paragraph (f) of this AD, prior to further flight, repair in 
accordance with Boeing Alert Service Bulletin 747-53A2312, dated 
June 12, 1989; Revision 1, dated March 29, 1990; Revision 2, dated 
October 8, 1992; or Revision 3, dated February 8, 2007; except as 
provided by paragraph (u) of this AD. As of the effective date of 
this AD, only Revision 3 shall be used.
    (2) Prior to the accumulation of 20,000 total landings, or 
within the next 3,000 landings after February 5, 1990 (the effective 
date of AD 90-01-07), whichever occurs later, modify the airplane by 
replacing countersunk fasteners in the upper row of the lower lobe 
lap joints in the vicinity of the wing-to-body fairings with 
protruding head fasteners, in accordance with the procedures 
described in Boeing Alert Service Bulletin 747-53A2312, dated June 
12, 1989; Revision 1, dated March 29, 1990; Revision 2, dated 
October 8, 1992; or Revision 3, dated February 8, 2007; except as 
provided by paragraph (u) of this AD. As of the effective date of 
this AD, only Revision 3 shall be used.

Adjustments for Cabin Differential Pressure for Airplanes Having Line 
Numbers 201 Through 765 Inclusive

    (h) For airplanes having line numbers 201 through 765 inclusive: 
Before the effective date of this AD, for purposes of complying with 
paragraphs (f) and (g) of this AD, the number of landings may be 
determined to equal the number of pressurization cycles where the 
cabin pressure differential was greater than 2.0 psi.
    (i) For airplanes having line numbers 201 through 765 inclusive: 
Before the effective date of this AD, for Model 747SR series 
airplanes only, based on continued mixed operation of lower cabin 
differentials, the inspection and modification compliance times 
specified in paragraphs (f) and (g) of this AD may be multiplied by 
a 1.2 adjustment factor.

General Visual Inspection for Countersunk Fasteners for All Airplanes

    (j) For all airplanes: Prior to the accumulation of 11,000 total 
landings, or within 1,000 landings after August 24, 1994 (the 
effective date of AD 94-15-06), whichever occurs later, conduct a 
general visual inspection, unless previously accomplished within the 
last 3,000 landings prior to August 24, 1994, to determine if 
countersunk fasteners have been installed in the lap joints listed 
in paragraph (j)(1) or (j)(2) of this AD, as applicable, in 
accordance with the procedures described in Boeing Service Bulletin 
747-53A2312, Revision 2, dated October 8, 1992; or Revision 3, dated 
February 8, 2007; except as provided by paragraph (u) of this AD. As 
of the effective date of this AD, only Revision 3 shall be used. 
Accomplishment of this inspection terminates the inspection 
requirements of paragraph (f) of this AD.
    (1) For Model 747-100, -200, -300, -400, and 747SR series 
airplanes: From body stations (BS) 741 to 1000 at stringers (S)-34L, 
S-34R, S-39L, S-39R, S-44L, and S-44R, and from BS 1480 to 1741 at 
S-34L, S-34R, S-40L, and S-40R.
    (2) For Model 747SP series airplanes: From BS 560 to 800 at S-
34L, S-34R, S-39L, S-39R, S-44L, and S-44R, and from BS 1640 to 1741 
at S-34L, S-34R, S-40L, and S-40R.

Corrective Action for Countersunk Fasteners for All Airplanes

    (k) For all airplanes: If no countersunk fastener is found in 
the upper row of a lap joint during the inspection required by 
paragraph (j) of this AD, no further action is required by this AD 
for that lap joint.
    (l) For all airplanes: If any countersunk fastener is found in 
the upper row of a lap joint during the inspection required by 
paragraph (j) of this AD, prior to further flight, perform an HFEC 
inspection to detect cracking at all fastener locations in the lap 
joint where a countersunk fastener was found during the inspection 
required by paragraph (j) of this AD, in accordance with the 
procedures described in Boeing Service Bulletin 747-53A2312, 
Revision 2, dated October 8, 1992; or Revision 3, dated February 8, 
2007; except as provided by paragraph (u) of this AD. As of the 
effective date of this AD, only Revision 3 shall be used.

Repetitive Inspections

    (m) If no cracking is detected during any inspection required by 
paragraphs (l) and (q) of this AD, at any fastener location where a 
countersunk fastener was found during the inspection required by 
paragraph (j) or (q)(1) of this AD, repeat the HFEC inspection 
thereafter at intervals not to exceed 4,000 landings, in accordance 
with the procedures described in Boeing Service Bulletin 747-
53A2312, Revision 2, dated October 8, 1992; or Revision 3, dated 
February 8, 2007; except as provided by paragraph (u) of this AD. As 
of the effective date of this AD, only Revision 3 shall be used. As 
an alternative to the HFEC inspection, operators may perform a 
detailed inspection to detect cracking at any fastener location 
where a countersunk fastener was found, in accordance with the 
procedures described in Boeing Service Alert Bulletin 747-53A2312, 
Revision 3, dated February 8, 2007; except as provided by paragraph 
(u) of this AD. Perform the detailed inspection within the next 
4,000 landings after the HFEC inspection required by paragraph (l) 
of this AD, and repeat the inspection thereafter at intervals not to 
exceed 500 landings. At any of the subsequent inspection cycles, 
operators may use either inspection method provided that the 
corresponding inspection interval is used to determine the 
compliance time of the next inspection.
    (n) If cracking is detected during any inspection required by 
paragraph (l), (m), (p), or (q) of this AD, at any fastener location 
where a countersunk fastener was found during the inspection 
required by paragraph (j) or (q)(1) of this AD, prior to further 
flight, repair and modify that lap joint in accordance with Boeing 
Service Bulletin 747-53A2312, Revision 2, dated October 8, 1992; or 
Revision 3, dated February 8, 2007; except as provided by paragraph 
(u) of this AD. As of the effective date of this AD, only Revision 3 
shall be used. Accomplishment of

[[Page 47038]]

this repair and modification terminates the repetitive inspections 
required by paragraph (m) of this AD for that lap joint.

Modification of Countersunk Fasteners for All Airplanes

    (o) For all airplanes: Prior to the accumulation of 20,000 total 
landings or within 1,000 landings after August 24, 1994, whichever 
occurs later, modify all fastener locations where a countersunk 
fastener was found during the inspections required by paragraph (j) 
of this AD, in accordance with the procedures described in Boeing 
Service Bulletin 747-53A2312, Revision 2, dated October 8, 1992; or 
Revision 3, dated February 8, 2007; except as provided by paragraph 
(u) of this AD. As of the effective date of this AD, only Revision 3 
shall be used. For purposes of complying with the requirements of 
this paragraph, fastener locations that were previously modified in 
accordance with paragraph (g) or (n) of this AD do not need to be 
modified again. Accomplishment of this modification terminates the 
repetitive inspections required by paragraph (m) of this AD for the 
modified fastener locations.

Post-Modification Inspections for All Airplanes

    (p) For all airplanes: Prior to the accumulation of 10,000 total 
landings following the modification required by paragraph (g), (n), 
(o), (q) or (s) of this AD, perform an HFEC inspection to detect 
cracking at all fastener locations where a countersunk fastener was 
found during the inspection required by paragraph (j) or (q)(1) of 
this AD, and repeat this inspection thereafter at intervals not to 
exceed 4,000 landings, in accordance with the procedures described 
in Boeing Service Bulletin 747-53A2312, Revision 2, dated October 8, 
1992; or Revision 3, dated February 8, 2007; except as provided by 
paragraph (u) of this AD. As of the effective date of this AD, only 
Revision 3 shall be used.

New Requirements of This AD

General Visual Inspection for Countersunk Fasteners and Modification 
for Model 747SP Airplanes at Stringers S-34L, S-34R, S-40L, S-40R, and 
S-46L

    (q) For Model 747SP series airplanes having line numbers 201 
through 814 inclusive, do the actions in paragraphs (q)(1) and 
(q)(2) of this AD at the times specified in those paragraphs.
    (1) Prior to the accumulation of 11,000 total landings, or 
within 1,000 landings as of the effective date of this AD, whichever 
occurs later, unless previously accomplished within the last 3,000 
landings prior to the effective date of this AD, conduct a general 
visual inspection of the lap joint from BS 1640 to 1901 at S-46L, 
and from BS 1741 to 1901 at S-34L, S-34R, S-40L, and S-40R, to 
determine if countersunk fasteners have been installed in the 
specified area, in accordance with the procedures described in 
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated 
February 8, 2007; except as provided by paragraph (u) of this AD.
    (i) If no countersunk fastener is found in the upper row of the 
lap joint during the inspection, no further action is required by 
this AD for the lap joint.
    (ii) If any countersunk fastener is found in the upper row of 
the lap joint, prior to further flight, perform an HFEC inspection 
to detect cracking at all fastener locations where a countersunk 
fastener was found, in accordance with the procedures described in 
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated 
February 8, 2007; except as provided by paragraph (u) of this AD.
    (A) If no cracking is found, repeat the inspection thereafter in 
accordance with the requirements of paragraph (m) of this AD.
    (B) If any cracking is found, prior to further flight, repair 
and modify the lap joint as required by paragraph (n) of this AD.
    (2) Prior to the accumulation of 20,000 total landings, or 
within 1,000 landings as of the effective date of this AD, whichever 
occurs later, modify all fastener locations where a countersunk 
fastener was found, during the inspection required by paragraph 
(q)(1) of this AD, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2312, Revision 
3, dated February 8, 2007; except as provided by paragraph (u) of 
this AD. For purposes of complying with the requirements of this AD, 
fastener locations that were previously modified in accordance with 
paragraph (n) of this AD do not need to be modified again. 
Accomplishment of this modification terminates the repetitive 
inspections required by paragraph (m) of this AD for the modified 
fastener locations.

Adjustments to Compliance Time: Cabin Differential Pressure

    (r) For the purposes of calculating the compliance threshold and 
repetitive intervals for actions required by paragraphs (f) and (g) 
of this AD, as of the effective date of this AD: All flight cycles, 
including the number of flight cycles in which cabin differential 
pressure is at 2.0 psi or less, must be counted when determining the 
number of flight cycles that have occurred on the airplane, and a 
1.2 adjustment factor may not be used. However, for airplanes on 
which the repetitive intervals for the actions required by paragraph 
(f) of this AD have been calculated in accordance with paragraphs 
(h) and/or (i) of this AD by excluding the number of flight cycles 
in which cabin differential pressure is at 2.0 pounds psi or less, 
and/or by using a 1.2 adjustment factor: Continue to adjust the 
repetitive intervals in accordance with paragraphs (h) and/or (i) of 
this AD until the next inspection required by paragraph (f) of this 
AD is accomplished. Thereafter, no adjustment to compliance times 
based on paragraphs (h) and/or (i) of this AD is allowed.

Special One-Time Inspection for Cracking of Certain Airplanes

    (s) For airplanes with line numbers 630 through 814 inclusive 
that meet the conditions specified in paragraphs (s)(1) and (s)(2) 
of this AD: Within 300 flight cycles after the effective date of 
this AD, or within 500 flight cycles after the most recent sliding 
probe inspection done in accordance with Boeing Alert Service 
Bulletin 747-53A2312, Revision 1, dated March 29, 1990; or Revision 
2, dated October 8, 1992; whichever occurs later, do a special one-
time HFEC inspection or a special one-time detailed inspection for 
cracking, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated 
February 8, 2007. If any cracking is found in a lap joint, before 
further flight, repair and modify that lap joint in accordance with 
Boeing Alert Service Bulletin 747-53A2312, Revision 3, dated 
February 8, 2007; except as provided by paragraph (u) of this AD. 
Accomplishment of this repair and modification terminates the 
repetitive inspections required by paragraph (m) of this AD for that 
lap joint. This special one-time inspection is not required for lap 
joints that have been modified in accordance with paragraph (g), 
(n), (o), or (q) of this AD.
    (1) Airplanes that have not been modified in accordance with 
paragraph (g) or (o) of this AD.
    (2) Airplanes on which the sliding probe HFEC inspection method 
specified in Boeing Alert Service Bulletin 747-53A2312, Revision 1, 
dated March 29, 1990; or Revision 2, dated October 8, 1992; was used 
during the last skin inspection required by paragraph (f), (l), or 
(m) of this AD.

Actions After the Special One-time Inspection if No Cracking Is Found

    (t) For airplanes specified in paragraph (s) of this AD on which 
no cracking is found during the special one-time inspection, do the 
applicable repetitive inspections specified in paragraph (t)(1) or 
(t)(2) of this AD.
    (1) If the special one-time inspection was done using the HFEC 
inspection method in accordance with paragraph (s) of this AD, 
perform the next inspection required by paragraph (m) of this AD 
within the next 4,000 flight cycles after doing the inspection 
required by paragraph (s) of this AD, and repeat the inspection 
thereafter in accordance with paragraph (m) of this AD.
    (2) If the special one-time inspection was done using the 
detailed inspection method in accordance with paragraph (s) of this 
AD, perform the next inspection required by paragraph (m) of this AD 
within the next 500 flight cycles after doing the inspection 
required by paragraph (s) of this AD, and repeat the inspection 
thereafter in accordance with paragraph (m) of this AD.

Contacting the Manufacturer

    (u) Where Boeing Alert Service Bulletin 747-53A2312, Revision 3, 
dated February 8, 2007, specifies to contact Boeing for appropriate 
action for a repair or inspection, before further flight, do the 
applicable action in paragraph (u)(1) or (u)(2) of this AD.
    (1) Do the repair using a method approved in accordance with the 
procedures specified in paragraph (v) of this AD.
    (2) Do the inspection using a method approved by the Manager, 
Seattle Aircraft Certification Office (ACO), FAA. For a repair 
method to be approved by the Manager, Seattle ACO, as required by 
this paragraph, the Manager's approval letter must specifically 
refer to this AD.

[[Page 47039]]

Alternative Methods of Compliance (AMOCs)

    (v)(1) The Manager, Seattle ACO, FAA, has the authority to 
approve AMOCs for this AD, if requested in accordance with the 
procedures found in 14 CFR 39.19.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your appropriate principal inspector (PI) in the FAA 
Flight Standards District Office (FSDO), or lacking a PI, your local 
FSDO.
    (3) An AMOC that provides an acceptable level of safety shall be 
used for any repair required by this AD, if it is approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.
    (4) AMOCs approved previously in accordance with AD 94-15-06 for 
airplane line numbers 630 through 814 inclusive are approved as 
AMOCs for the corresponding provisions of this AD if the AMOC does 
not involve using the existing sliding probe HFEC skin inspection 
method specified in Boeing Service Bulletin 747-53A2312, Revision 2, 
dated October 8, 1992, or an earlier version. In addition, the 
provisions of paragraph (r) of this AD must be applied to AMOCs 
approved previously in accordance with AD 94-15-06, where 
applicable.
    (5) AMOCs approved previously in accordance with AD 94-15-06 for 
airplane line numbers 201 through 629 inclusive are approved as 
AMOCs for the corresponding provisions of this AD. In addition, the 
provisions of paragraph (r) of this AD must be applied to AMOCs 
approved previously in accordance with AD 94-15-06, where 
applicable.

Material Incorporated by Reference

    (w) You must use Boeing Alert Service Bulletin 747-53A2312, 
dated June 12, 1989; Boeing Service Bulletin 747-53A2312, Revision 
1, including ``Addendum,'' dated March 29, 1990; Boeing Service 
Bulletin 747-53A2312, including the ``Addendum,'' Revision 2, dated 
October 8, 1992; or Boeing Service Bulletin 747-53A2312, Revision 3, 
dated February 8, 2007; as applicable; to perform the actions that 
are required by this AD, unless the AD specifies otherwise. (The 
document number and date of Boeing Alert Service Bulletin 747-
53A2312, dated June 12, 1989, are identified only on the first page 
of the document; no other page of the document contains this 
information.)
    (1) The Director of the Federal Register approved the 
incorporation by reference of Boeing Alert Service Bulletin 747-
53A2312, dated June 12, 1989; Boeing Service Bulletin 747-53A2312, 
Revision 1, including ``Addendum,'' dated March 29, 1990; and Boeing 
Service Bulletin 747-53A2312, Revision 3, dated February 8, 2007; in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) On August 24, 1994 (59 FR 37659, July 25, 1994), the 
Director of the Federal Register approved the incorporation by 
reference of Boeing Service Bulletin 747-53A2312, including the 
``Addendum,'' Revision 2, dated October 8, 1992.
    (3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington; or at the National Archives 
and Records Administration (NARA). For information on the 
availability of this material at NARA, call 202-741-6030, or go to: 
http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on July 23, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E8-17776 Filed 8-12-08; 8:45 am]
BILLING CODE 4910-13-P

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