AD 2012-04-09

[Federal Register Volume 77, Number 44 (Tuesday, March 6, 2012)]
[Rules and Regulations]
[Pages 13187-13191]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2012-4520]



========================================================================
Rules and Regulations
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains regulatory documents 
having general applicability and legal effect, most of which are keyed 
to and codified in the Code of Federal Regulations, which is published 
under 50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by the Superintendent of Documents. 
Prices of new books are listed in the first FEDERAL REGISTER issue of each 
week.

========================================================================


Federal Register / Vol. 77, No. 44 / Tuesday, March 6, 2012 / Rules 
and Regulations

[[Page 13187]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0107; Directorate Identifier 2007-NM-087-AD; 
Amendment 39-16965; AD 2012-04-09]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
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. This AD requires 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. This AD was prompted 
by 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.

DATES: This AD is effective April 10, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of April 10, 
2012.

ADDRESSES: For service information identified in this 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; email <a href="/cdn-cgi/l/email-protection#9ff2fab1fdf0fafcf0f2dffdf0faf6f1f8b1fcf0f2"><span class="__cf_email__" data-cfemail="016c642f636e64626e6c41636e64686f662f626e6c">[email&#160;protected]</span></a>; 
Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a>; 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 (phone: 800-647-5527) is 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: Bill Ashforth, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-917-
6432; fax: 425-917-6590; email: <a href="/cdn-cgi/l/email-protection#bfddd6d3d391deccd7d9d0cdcbd7ffd9dede91d8d0c9"><span class="__cf_email__" data-cfemail="accec5c0c082cddfc4cac3ded8c4eccacdcd82cbc3da">[email&#160;protected]</span></a>.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a supplemental notice of proposed rulemaking (SNPRM) to 
amend 14 CFR part 39 to include an airworthiness directive (AD) that 
would apply to the specified products. That SNPRM published in the 
Federal Register on August 30, 2010 (75 FR 52907). The original NPRM 
(73 FR 5768, January 31, 2008) 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. The SNPRM 
proposed to revise the original NPRM by adding inspections for certain 
airplanes and revising certain compliance times including reducing the 
compliance time for certain repetitive inspections.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
(75 FR 52907, August 30, 2010) and the FAA's response to each comment.

Request To Revise Certain Inspection Requirements

    Boeing requested that we revise the SNPRM (75 FR 52907, August 30, 
2010) to include an additional exception to the service bulletin 
specifications. The SNPRM referred to Boeing Service Bulletin 747-
53A2563, Revision 4, dated May 6, 2010, as the appropriate source of 
service information for the post-repair inspections. Revision 4 of this 
service bulletin includes lap joint repair instructions in the 
Accomplishment Instructions, and refers to post-repair instructions in 
Parts 17 and 18. The post-repair inspection instructions incorrectly 
refer to inspections per the Boeing 747 Supplemental Structural 
Inspection Document (SSID) D6-35022. Boeing reported that it plans to 
remove the reference to the SSID and update the post-repair inspections 
when Boeing Service Bulletin 747-53A2563 is revised. Boeing therefore 
requested that we revise the SNPRM to require operators to contact the 
FAA to request the appropriate post-repair inspections rather than 
follow the post-repair inspections given in Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010.
    We partially agree with the request. Although we agree with the 
information and rationale provided by the commenter, we have determined 
that the inspection procedures described in Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010, are adequate for the 
purpose of this AD. It is not necessary to further burden the operators 
with a requirement to contact the FAA for post-repair inspection 
instructions, when adequate inspections already exist. Operators may, 
however, contact the FAA with an alternative method to the inspection 
procedures specified in Boeing Service Bulletin 747-53A2563, Revision 
4, dated May 6, 2010, in accordance with the procedures specified in 
paragraph (m) of this AD.

[[Page 13188]]

Request To Remove Certain Inspection Requirement

    Boeing and Delta Airlines requested that we revise paragraph (g) of 
the SNPRM (75 FR 52907, August 30, 2010) to remove the requirement to 
inspect for scribe lines around the perimeter of the wing-to-body 
fairing. The commenters stated that this inspection has been removed 
from Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 
2010. Boeing noted that repetitive inspections for cracks at previously 
discovered scribe lines along the wing-to-body fairing may still be 
necessary, as specified in Table 17 of paragraph 1.E., ``Compliance,'' 
of Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010.
    We partially agree with the request. We agree that the initial 
inspection of the wing-to-body fairing for scribe lines is not 
required; this action was removed from Boeing Service Bulletin 747-
53A2563, Revision 3, dated June 11, 2009; and Boeing Service Bulletin 
747-53A2563, Revision 4, dated May 6, 2010. But we disagree that it is 
necessary to change the final rule to specify this provision; Note 1, 
which was added to the SNPRM (75 FR 52907, August 30, 2010) and 
retained in this final rule, accounts for this requested change. We 
have not changed the final rule regarding this issue.

Request To Clarify Reporting Requirement

    Delta requested that we revise paragraph (j) of the SNPRM (75 FR 
52907, August 30, 2010) (paragraph (k) in this final rule) to specify 
that the inspection report is required only for the initial inspection 
for scribe lines. The commenter noted that the service bulletin has no 
provision for reporting requirements for any repetitive inspections 
done during the limited return to service (LRTS) program specified in 
Boeing Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010.
    We agree to clarify that a report is not required for any 
inspection accomplished per the LRTS program. We have added this 
clarification in paragraph (k) in this final rule.

Request To Extend Certain Compliance Times

    Air New Zealand discussed the implications of scribe lines found 
before the applicable inspection threshold. This commenter asserted 
that a scribe line could be present on the airplane from its date of 
manufacture, and that Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, effectively declares there is no safety implication 
resulting from this scribe line until the relevant inspection 
threshold. Yet the SNPRM (75 FR 52907, August 30, 2010) would require 
that a scribe line found before the inspection threshold must 
immediately be repaired or further inspected. Air New Zealand asserted 
that, if scribe lines are discovered early, this requirement would add 
to the maintenance burden without increasing safety.
    We infer that the commenter is requesting that we revise the SNPRM 
(75 FR 52907, August 30, 2010) to extend the time for corrective action 
on known scribe lines to match the threshold specified in the service 
information, instead of requiring action before further flight. We 
disagree. We have determined that, in this case, due to the safety 
implications and consequences of this type of known damage, operators 
must repair or inspect scribed structure before further flight. We have 
not changed the final rule regarding this issue.

Request To Remove Certain Airplanes From Inspection Requirements

    Cargolux Airlines asserted that certain airplanes should not be 
subject to the inspection requirement, and requested that we revise the 
SNPRM (75 FR 52907, August 30, 2010) to exclude airplanes delivered 
without fillet seals at lap joints, and airplanes with fillet seals 
that were applied but never removed. The operator noted that Boeing 
Service Bulletin 747-53A2563, Revision 4, dated May 6, 2010, provides 
some exceptions for airplanes that had never been stripped or 
repainted, and for airplanes on which any sealant removal was always 
done in accordance with Appendix A of this service bulletin. The 
operator also noted, on the other hand, that no exception exists if 
fillet seals were never applied, or were applied but never removed. 
Paragraph 1.D. of this service bulletin specifies that scribe lines are 
made while fillet seals are removed during repainting. The commenter 
concluded that if no fillet seal was ever applied at a lap joint 
location, or if an applied fillet seal was never removed, no scribe 
line can exist.
    We disagree with the commenter's request to remove certain 
airplanes from the inspections required by this AD. As noted in 
paragraph 1.E.1 of Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, certain inspections are still necessary even if no 
fillet seal has ever been removed. We do not agree to exempt airplanes 
on which no fillet seal has ever been removed from those inspections. 
The valid exceptions to certain inspections are explained further in 
Paragraphs 1.E.1 through 1.E.4 of Boeing Service Bulletin 747-53A2563, 
Revision 4, dated May 6, 2010. Note 1 of this AD states that the 
exemptions noted in paragraph 1.E. of Boeing Service Bulletin 747-
53A2563, Revision 4, dated May 6, 2010, apply to this AD. It is not 
necessary to change the final rule regarding this issue.

Request To Revise Compliance Time

    British Airways (BA) requested that we revise the SNPRM (75 FR 
52907, August 30, 2010) to allow low-time airplanes (with fewer than 
17,500 total accumulated flight cycles) to be inspected in area 1 of 
the fuselage at the later of 1,500 flight cycles after the effective 
date of the AD, and the next ``D'' check after the airplane has 
accumulated 15,000 total cycles without exceeding 19,000 total flight 
cycles. BA noted that Boeing recommends a 15,000-flight-cycle threshold 
for the area 1 inspections, and that the inspections should be done 
during a ``D'' check to avoid unscheduled downtime. As a result, to 
align with a ``D'' check, the inspections for low-time airplanes may 
have to occur as early as 12,000 total flight cycles for long-haul 
airplanes, and even earlier for short-haul airplanes. The commenter 
added that Boeing Service Bulletin 747-53A2563, Revision 4, dated May 
6, 2010, also includes procedures for inspecting for scribe lines 
around external fuselage repairs, and as such, shares commonality with 
the need to assess repairs as detailed in Boeing SSID D6-36181, which 
the FAA approved in 2008. This program's threshold is the first ``D'' 
check after the airplane has accumulated 15,000 total flight cycles. 
The commenter felt it would be appropriate to carry out the scribe line 
inspection of area 1 and the repair assessment program at the same 
time. BA stated that it understands that the term ``D check'' means 
different things to different operators, but pointed out that in the 
past the FAA has been able to clarify this, for example, in paragraph 
217 of FAA Advisory Circular 120-93, dated November 20, 2007 (<a href="http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/1ab39b4ed563b08985256a35006d56af/f73fd2a31b353a71862573b000521928!OpenDocument">http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/1ab39b4ed563b08985256a35006d56af/f73fd2a31b353a71862573b000521928!OpenDocument</a>), which states as 
follows:

    Airplanes less than 75 percent of DSG [design service goal] on 
December 18, 2009. Operators complete a survey at the first heavy 
maintenance check (time limit equivalent to a ``D-check'') after an 
individual airplane reaches 75% of the DSG, not to exceed the DSG.

[[Page 13189]]

    Note: A heavy maintenance check (D-check or equivalent airplane 
inspection) is an airplane maintenance visit where the major 
structural inspections are performed. In some cases, this may be a 
formal D-check or, in the case of a Maintenance Steering Group 
(MSG)-2 or -3 based maintenance program, the D-check equivalent may 
be the ``C-check'' multiple that contains the majority of the major 
structural inspections, such as a ``C-4'' which is sometimes called 
a heavy maintenance visit.

    BA stated that its proposed variation on the threshold for area 1 
would follow this convention, but have the additional safeguard that 
the airplane would not exceed 19,000 total flight cycles before 
inspection. Younger airplanes therefore would have the same or greater 
level of safety than airplanes currently inspected at 17,500 total 
flight cycles and allowed a 1,500-flight-cycle grace period. BA 
reported that, of 314 Model 747 airplanes that have accumulated more 
than 19,000 total flight cycles, none had experienced cracking from 
scribe lines--even though exploratory inspections to date suggest that 
scribe lines are commonplace.
    We disagree with the request to revise the compliance time as 
suggested. We do not specify compliance times in terms of letter checks 
because, as the commenter noted, maintenance schedules vary among 
operators. We have determined that the compliance times as proposed are 
appropriate to address the identified unsafe condition. 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 should 
be 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 final rule regarding this issue. Under the 
provisions of paragraph (m) in this final rule, however, we may 
consider requests for adjustments to the compliance time if data are 
submitted to substantiate that such an adjustment would provide an 
acceptable level of safety.

Request for Alternative Inspection Program

    KLM requested that we revise the SNPRM (75 FR 52907, August 30, 
2010) to exclude from the inspection program the CLAD layer of the skin 
(up to a certain depth/percentage, to be determined by the type 
certificate holder). KLM asserted that scribe lines found in the CLAD 
layer are not critical for continued operation and do not require 
repeat inspections as specified in the LRTS program. KLM also requested 
investigation of a single fatigue crack evolving from a scribe line 
found in the CLAD layer, not in the base material. KLM requested that 
the proposed AD be revised to allow blending scribe lines found in CLAD 
layers as a corrective action. KLM suggested that scribe lines might 
have no effect on the CLAD layer, and suggested that a program be 
developed for inspecting scribe lines in the CLAD layer of the skin.
    We agree that additional studies on scribe lines within CLAD layers 
might benefit the development of new inspection programs and relieve 
certain inspection criteria. But we disagree to change this aspect of 
the SNPRM (75 FR 52907, August 30, 2010) at this time, because no such 
inspection program exists. To delay this action would be inappropriate, 
since we have determined that an unsafe condition exists and we must 
proceed to mandate the inspections as proposed to ensure continued 
safety. In the future, we might consider additional rulemaking to 
include new inspections, if a new inspection program is developed, 
approved, and available. In the meantime, under the provisions of 
paragraph (m) of this final rule, we will consider requests for 
approval of an alternative method of compliance if sufficient data are 
submitted to substantiate that the alternative inspection program would 
provide an acceptable level of safety. We have not changed the final 
rule regarding this issue.

Explanation of Additional Change Made to This AD

    We have revised the heading for and wording in paragraph (l) of 
this AD; this change has not changed the intent of that paragraph.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously. We also determined that 
these changes will not increase the economic burden on any operator or 
increase the scope of the AD.

Costs of Compliance

    We estimate that this AD affects 219 airplanes of U.S. registry. We 
estimate the following costs to comply with this AD:

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

Authority for This Rulemaking

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

Regulatory Findings

    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:

[[Page 13190]]

    (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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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 FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2012-04-09 The Boeing Company: Amendment 39-16965; Docket No. FAA-
2008-0107; Directorate Identifier 2007-NM-087-AD.

(a) Effective Date

    This AD is effective April 10, 2012.

(b) Affected ADs

    None.

(c) Applicability

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

(d) Subject

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

(e) Unsafe Condition

    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.

(f) Compliance

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

(g) Inspection

    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 to paragraph (g) of this AD: 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.

(h) Exceptions to Service Bulletin Specifications: Compliance Time

    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, Revision 4, dated May 6, 2010, 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) Exception to Service Bulletin Specifications: Repair Method

    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.

(j) Report

    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. A report is not required for 
any inspection accomplished in accordance with the Limited Return to 
Service (LRTS) program.
    (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.

(k) Additional Inspections for Previously Inspected Airplanes

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

    Note 2 to paragraph (k) of this AD: 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.

[[Page 13191]]

(l) Credit for Previous Actions

    This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using the service information identified 
in Table 1 of this AD, except as required by paragraph (k) of this 
AD.

(m) Alternative Methods of Compliance (AMOCs)

    (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. In accordance with 14 CFR 39.19, 
send your request to your principal inspector or local Flight 
Standards District Office, as appropriate. Information may be mailed 
to <a href="/cdn-cgi/l/email-protection#cbf2e68a8586e698aeaabfbfa7aee68a8884e68a868488e699aebabeaeb8bfb88badaaaae5aca4bd"><span class="__cf_email__" data-cfemail="b1889cf0fffc9ce2d4d0c5c5ddd49cf0f2fe9cf0fcfef29ce3d4c0c4d4c2c5c2f1d7d0d09fd6dec7">[email&#160;protected]</span></a>.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (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.

(n) Related Information

    For more information about this AD, contact Bill Ashforth, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue SW., Renton, Washington 
98057-3356; phone: 425-917-6432; fax: 425-917-6590; email: 
<a href="/cdn-cgi/l/email-protection#90f2f9fcfcbef1e3f8f6ffe2e4f8d0f6f1f1bef7ffe6"><span class="__cf_email__" data-cfemail="25474c49490b44564d434a57514d654344440b424a53">[email&#160;protected]</span></a>.

(o) Material Incorporated by Reference

    You must use Boeing Service Bulletin 747-53A2563, Revision 4, 
dated May 6, 2010, to do the actions required by this AD, unless the 
AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of this service information under 5 
U.S.C. 552(a) and 1 CFR part 51.
    (2) For service information identified in this 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; email 
<a href="/cdn-cgi/l/email-protection#6a070f4408050f0905072a08050f03040d44090507"><span class="__cf_email__" data-cfemail="2e434b004c414b4d41436e4c414b474049004d4143">[email&#160;protected]</span></a>; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (3) You may review copies of the 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.
    (4) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at an NARA facility, call 202-741-6030, or go to <a href="http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html">http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html</a>.

    Issued in Renton, Washington, on February 17, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-4520 Filed 3-5-12; 8:45 am]
BILLING CODE 4910-13-P