
[Federal Register: July 13, 2009 (Volume 74, Number 132)]
[Proposed Rules]               
[Page 33377-33381]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr13jy09-12]                         

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-0607; Directorate Identifier 2009-NM-024-AD]
RIN 2120-AA64

 
Airworthiness Directives; Boeing Model 747-100B SUD, 747-200B, 
747-300, 747-400, and 747-400D Series Airplanes

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

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to supersede an existing airworthiness 
directive (AD) that applies to all Boeing Model 747-100B SUD, 747-300, 
747-400, and 747-400D series airplanes; and Model 747-200B series 
airplanes having a stretched upper deck. The existing AD currently 
requires repetitively inspecting for cracking or discrepancies of the 
fasteners in the tension ties, shear webs, and frames at body stations 
1120 through 1220; and related investigative and corrective actions if 
necessary. This proposed AD would also require modifying the frame-to-
tension-tie joints at body stations 1120 through 1220 (including 
related investigative actions and corrective actions if necessary), 
which would provide a terminating action for the repetitive 
inspections. This proposed AD would also require new repetitive 
inspections after the modification, corrective actions if necessary, 
and additional modification requirements at a specified time after the 
first modification. This proposed AD would also remove certain 
airplanes from the applicability. This proposed AD results from reports 
of cracked and severed tension ties, broken fasteners, and cracks in 
the frame, shear web, and shear ties adjacent to tension ties for the 
upper deck. We are proposing this AD to detect and correct cracking of 
the tension ties, shear webs, and frames of the upper deck, which could 
result in rapid decompression and reduced structural integrity of the 
airplane.

DATES: We must receive comments on this proposed AD by August 27, 2009.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail me.boecom@boeing.com; 
Internet

[[Page 33378]]

https://www.myboeingfleet.com. You may review copies of the referenced 
service information at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington. For information on the 
availability of this material at the FAA, call 425-227-1221 or 425-227-
1152.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Office (telephone 800-647-5527) is in the 
ADDRESSES section. Comments will be available in the AD docket shortly 
after receipt.

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

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2009-0607; 
Directorate Identifier 2009-NM-024-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    On November 15, 2007, we issued AD 2007-23-18, amendment 39-15266 
(72 FR 65655, November 23, 2007), for all Boeing Model 747-100B SUD, 
747-300, 747-400, and 747-400D series airplanes; and Model 747-200B 
series airplanes having a stretched upper deck. That AD requires 
repetitively inspecting for cracking or discrepancies of the fasteners 
in the tension ties, shear webs, and frames at body stations 1120 
through 1220; and related investigative and corrective actions if 
necessary. That AD resulted from reports of multiple severed adjacent 
tension ties, in addition to the previous reports of cracked and 
severed tension ties, broken fasteners, and cracks in the frame, shear 
web, and shear ties adjacent to tension ties for the upper deck. We 
issued that AD to detect and correct cracking of the tension ties, 
shear webs, and frames of the upper deck, which could result in rapid 
decompression and reduced structural integrity of the airplane.

Actions Since Existing AD Was Issued

    In AD 2007-23-18, we required inspection reports because the extent 
of cracking in the fleet was not known, and we specified that the 
inspection reports would help determine the damage condition of the 
fleet. We stated that, based on the results of those reports, we might 
determine that further corrective action is warranted. Since we issued 
that AD, the manufacturer has developed a new modification that would 
terminate the repetitive Stage 1 and Stage 2 inspections required by 
paragraphs (f) and (i) of AD 2007-23-18. Therefore, further corrective 
action is warranted; however, this proposed AD does not provide a 
terminating action for all repetitive inspections.
    Boeing has also informed us that Model 747-400 airplanes converted 
to the 747-400 LCF (large cargo freighter) configuration (airplanes 
having variable numbers RT631, RT632, RT743, and RT876) no longer have 
the affected tension ties and, therefore, are not subject to the unsafe 
condition. These airplanes are no longer included in the effectivity of 
Boeing Alert Service Bulletin 747-53A2559, dated January 8, 2009, 
described below.

Relevant Service Information

    We have reviewed Boeing Alert Service Bulletin 747-53A2559, dated 
January 8, 2009. The service bulletin describes procedures for 
modifying the frame-to-tension-tie joints at body stations 1120 through 
1220. The modification includes installing a new frame and tension tie 
structure outboard of approximately buttock line 36, related 
investigative actions, and corrective actions if necessary. The related 
investigative actions include a detailed inspection for cracking of the 
remaining frame structure and tension tie structure and an open-hole 
high frequency eddy current inspection for cracking of the fastener 
holes opened during the modification. The corrective actions include 
contacting Boeing for repair instructions. The service bulletin also 
describes procedures for repetitive post-modification detailed 
inspections for cracking from body stations 1120 through 1220. For 
airplanes on which any crack is found, the service bulletin specifies 
the corrective action of contacting Boeing for repair instructions. The 
service bulletin also specifies contacting Boeing for additional 
modification requirements at a specified time after doing the initial 
modification.
    Modifying the frame-to-tension-tie joints at body stations 1120 
through 1220 eliminates the need for the repetitive Stage 1 and Stage 2 
inspection requirements of AD 2007-23-18.
    The compliance times in Boeing Alert Service Bulletin 747-53A2559, 
dated January 8, 2009, are:
     For the initial modification: Before the accumulation of 
17,000 total flight cycles, or within 3,000 flight cycles after the 
date on the service bulletin, whichever occurs later.
     For the repetitive post-modification detailed inspections: 
Within 8,000 flight cycles after the modification, or within 1,000 
flight cycles after the date on the service bulletin, whichever occurs 
later; and repeated thereafter at intervals not to exceed 3,000 flight 
cycles.
     For repair of any crack: Before further flight after 
finding the crack. The inspection is repeated thereafter at intervals 
not to exceed 3,000 flight cycles.
     For the additional modification requirements: Before the 
accumulation of 14,000 flight cycles after the first modification, or 
within 1,000 flight cycles after the date on the service bulletin, 
whichever occurs later.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to develop on other airplanes of the 
same type design. For this reason, we are proposing this AD, which 
would supersede AD 2007-23-18 and would retain the requirements of the 
existing AD. This proposed AD would also require accomplishing the 
actions specified in the service bulletin described previously, except 
as discussed under ``Difference Between the Proposed AD and the Service 
Information.''

Difference Between the Proposed AD and the Service Information

    The service bulletin specifies to contact the manufacturer for 
instructions on how to repair certain conditions, but this proposed AD 
would require repairing those conditions in one of the following ways:
     Using a method that we approve; or

[[Page 33379]]

     Using data that meet the certification basis of the 
airplane, and that have been approved by an Authorized Representative 
for the Boeing Commercial Airplanes Delegation Option Authorization 
Organization whom we have authorized to make those findings.

Related Rulemaking

    On December 26, 2007, we issued AD 2004-07-22 R1, amendment 39-
15326 (73 FR 1052, January 7, 2008), which is applicable to all Boeing 
Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 
747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series 
airplanes. (A correction to AD 2004-07-22 R1 was published in the 
Federal Register on February 14, 2008 (73 FR 8589).) That AD requires 
that the maintenance inspection program be revised to include 
inspections that will give no less than the required damage tolerance 
rating for each structural significant item, and repair of cracked 
structure. That AD resulted from a report of incidents involving 
fatigue cracking in transport category airplanes that are approaching 
or have exceeded their design service objective. We issued that AD to 
ensure the continued structural integrity of the affected airplanes. 
The repair and modification procedures of Boeing Alert Service Bulletin 
747-53A2559, dated January 8, 2009, are alternative methods of 
compliance (AMOCs) for paragraphs (h), (i), and (j) of AD 2004-07-22 
R1, only for the areas modified as given in the alert service bulletin.
    On August 2, 2007, we issued AD 2007-16-19, amendment 39-15158 (72 
FR 45151, August 13, 2007), which is applicable to certain Boeing Model 
747-200B, 747-300, and 747-400 series airplanes. That AD requires 
repetitive detailed inspections for cracking of the aft tension tie 
channels from body station (BS) 1120 to BS 1220 and from BS 880 to BS 
1100, and corrective actions if necessary. That AD resulted from cracks 
found in the aft tension tie channels at four station locations on a 
Model 747-200B series airplane that had been modified to a special 
freighter. We issued that AD to detect and correct cracking of the aft 
tension tie channels; failure of more than one tension tie could result 
in rapid depressurization of the airplane. The applicable inspection, 
repair, and modification procedures of Boeing Alert Service Bulletin 
747-53A2559, dated January 8, 2009, are AMOCs for paragraph (f) of AD 
2007-16-19, only for the areas modified as given in the alert service 
bulletin.

Changes to Existing AD

    This proposed AD would retain the requirements of AD 2007-23-18. 
Since AD 2007-23-18 was issued, the AD format has been revised, and 
certain paragraphs have been rearranged. As a result, the corresponding 
paragraph identifiers have changed in this proposed AD, as listed in 
the following table:

                      Revised Paragraph Identifiers
------------------------------------------------------------------------
                                             Corresponding  requirement
       Requirement in AD 2007-23-18             in this  proposed AD
------------------------------------------------------------------------
paragraph (f).............................  paragraph (g).
paragraph (g).............................  paragraph (h).
paragraph (h).............................  paragraph (i).
paragraph (i).............................  paragraph (j).
paragraph (j).............................  paragraph (k).
paragraph (k).............................  paragraph (l).
------------------------------------------------------------------------

    We have removed paragraph (b)(2) of AD 2007-23-18. Global AMOC 
approval has been previously given to Boeing for AD 2004-07-22 R1. 
Therefore, that paragraph is no longer necessary.

Interim Action

    We consider this proposed AD interim action. If final action is 
later identified, we might consider further rulemaking then.

Costs of Compliance

    There are about 618 airplanes of the affected design in the 
worldwide fleet, which includes 72 U.S.-registered airplanes. The 
following table provides the estimated costs for U.S. operators to 
comply with this proposed AD. The average labor rate is $80 per work 
hour.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
             Action                   Work hours             Parts          Cost per airplane      Fleet cost
----------------------------------------------------------------------------------------------------------------
Stage 1 inspections (required    19.................  $0.................  $1,520 per          $109,440 per
 by AD 2007-23-18).                                                         inspection cycle.   inspection
                                                                                                cycle.
Stage 2 inspections (required    83.................  $0.................  $6,640............  $478,080 per
 by AD 2007-23-18).                                                                             inspection
                                                                                                cycle.
Modification (new proposed       257 to 263.........  $341,334 to          $361,894 to         $26,056,368 to
 action).                                              $345,490.            $366,530.           $26,390,160.\1\
Post-modification inspections    6..................  $0.................  $480 per            $34,560 per
 (new proposed action).                                                     inspection cycle.   inspection
                                                                                                cycle.
----------------------------------------------------------------------------------------------------------------
\1\ Depending on airplane configuration.

    Because the manufacturer has not yet specified the additional 
modification actions commensurate with the additional modification 
specified by this proposed AD, we cannot provide specific information 
regarding the required number of work hours or the cost of parts to do 
the proposed additional modification. Additional modification costs 
will likely vary depending on the operator and the airplane 
configuration.

Authority for This Rulemaking

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

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.

[[Page 33380]]

    For the reasons discussed above, I certify that the proposed 
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket. See the 
ADDRESSES section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13   [Amended]

    2. The FAA amends Sec.  39.13 by removing amendment 39-15266 (72 FR 
65655, November 23, 2007) and adding the following new AD:

Boeing: Docket No. FAA-2009-0607; Directorate Identifier 2009-NM-
024-AD.

Comments Due Date

    (a) The FAA must receive comments on this AD action by August 
27, 2009.

Affected ADs

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

Applicability

    (c) This AD applies to Boeing Model 747-100B SUD, 747-200B, 747-
300, 747-400, and 747-400D series airplanes AD, certificated in any 
category, as identified in Boeing Alert Service Bulletin 747-
53A2559, dated January 8, 2009.

Subject

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

Unsafe Condition

    (e) This AD results from reports of cracked and severed tension 
ties, broken fasteners, and cracks in the frame, shear web, and 
shear ties adjacent to tension ties for the upper deck. The Federal 
Aviation Administration is issuing this AD to detect and correct 
cracking of the tension ties, shear webs, and frames of the upper 
deck, which could result in rapid decompression and reduced 
structural integrity of the airplane.

Compliance

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

Restatement of the Requirements of AD 2007-23-18

Repetitive Stage 1 Inspections

    (g) Do detailed inspections for cracking or discrepancies of the 
fasteners in the tension ties, shear webs, and frames at body 
stations 1120 through 1220, and related investigative and corrective 
actions as applicable, by doing all actions specified in and in 
accordance with ``Stage 1 Inspection'' of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2507, dated 
April 21, 2005, except as provided by paragraph (k) of this AD. Do 
the Stage 1 inspections at the applicable times specified in 
paragraphs (h) and (i) of this AD, except as provided by paragraphs 
(g)(1) and (g)(2) of this AD. All applicable related investigative 
and corrective actions must be done before further flight. Doing the 
modification required by paragraph (m) of this AD terminates the 
repetitive inspection requirements of this paragraph.
    (1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 747-53A2507, dated April 21, 2005, specifies a 
compliance time relative to the original issue date of the service 
bulletin, this AD requires compliance before the specified 
compliance time after April 26, 2006 (the effective date of AD 2006-
06-11, amendment 39-14520, which was superseded by AD 2007-23-18).
    (2) For any airplane that reaches the applicable compliance time 
for the initial Stage 2 inspection (as specified in Table 1, 
Compliance Recommendations, under paragraph 1.E. of Boeing Alert 
Service Bulletin 747-53A2507, dated April 21, 2005) before reaching 
the applicable compliance time for the initial Stage 1 inspection: 
Accomplishment of the initial Stage 2 inspection eliminates the need 
to do the Stage 1 inspections.

Compliance Time for Initial Stage 1 Inspection

    (h) Do the initial Stage 1 inspection at the earlier of the 
times specified in paragraphs (h)(1) and (h)(2) of this AD.
    (1) At the earlier of the times specified in paragraphs 
(h)(1)(i) and (h)(1)(ii) of this AD.
    (i) At the applicable time specified in paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, dated 
April 21, 2005.
    (ii) Before the accumulation of 10,000 total flight cycles, or 
within 250 flight cycles after November 28, 2007 (the effective date 
of AD 2007-23-18), whichever occurs later.
    (2) At the later of the times specified in paragraphs (h)(2)(i) 
and (h)(2)(ii) of this AD.
    (i) Before the accumulation of 12,000 total flight cycles.
    (ii) Within 50 flight cycles or 20 days, whichever occurs first, 
after November 28, 2007.

Compliance Times for Repetitive Stage 1 Inspections

    (i) Repeat the Stage 1 inspection specified in paragraph (g) of 
this AD at the time specified in paragraph (i)(1) or (i)(2), as 
applicable. Repeat the inspection thereafter at intervals not to 
exceed 250 flight cycles, until the initial Stage 2 inspection 
required by paragraph (j) of this AD has been done.
    (1) For airplanes on which the initial Stage 1 inspection had 
not been accomplished as of November 28, 2007: Do the next 
inspection before the accumulation of 10,000 total flight cycles, or 
within 250 flight cycles after the initial Stage 1 inspection done 
in accordance with paragraph (g) of this AD, whichever occurs later.
    (2) For airplanes on which the initial Stage 1 inspection had 
been accomplished as of November 28, 2007: Do the next inspection at 
the applicable time specified in paragraph (i)(2)(i) or (i)(2)(ii) 
of this AD.
    (i) For airplanes that had accumulated fewer than 12,000 total 
flight cycles as of November 28, 2007: Do the next inspection before 
the accumulation of 10,000 total flight cycles, or within 250 flight 
cycles after November 28, 2007, whichever occurs later.
    (ii) For airplanes that had accumulated 12,000 total flight 
cycles or more as of the effective date of this AD: Do the next 
inspection at the later of the times specified in paragraphs 
(i)(2)(ii)(A) and (i)(2)(ii)(B) of this AD.
    (A) Within 250 flight cycles after accomplishment of the initial 
Stage 1 inspection.
    (B) Within 50 flight cycles or 20 days, whichever occurs first, 
after November 28, 2007.

Repetitive Stage 2 Inspections

    (j) Do detailed and high frequency eddy current inspections for 
cracking or discrepancies of the fasteners in the tension ties, 
shear webs, and frames at body stations 1120 through 1220, and 
related investigative and corrective actions as applicable, by doing 
all actions specified in and in accordance with ``Stage 2 
Inspection'' of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2507, dated April 21, 2005, except as 
provided by paragraph (k) of this AD. Do the initial and repetitive 
Stage 2 inspections at the applicable times specified in paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, 
dated April 21, 2005. All applicable related investigative and 
corrective actions must be done before further flight. 
Accomplishment of the initial Stage 2 inspection ends the repetitive 
Stage 1 inspections. Doing the modification required by paragraph 
(m) of this AD terminates the repetitive inspection requirements of 
this paragraph.

Exception to Corrective Action Instructions

    (k) If any discrepancy, including but not limited to cracking, 
or broken, loose, or missing fasteners, is found during any 
inspection required by paragraphs (g) through (j) of this AD, and 
Boeing Alert Service Bulletin 747-53A2507, dated April 21, 2005, 
specifies to contact Boeing for appropriate action: Before further 
flight, repair the discrepancy using a method

[[Page 33381]]

approved in accordance with the procedures specified in paragraph 
(n) of this AD.

Reporting Requirement

    (l) At the applicable time specified in paragraph (l)(1) or 
(l)(2) of this AD, submit a report of the findings (both positive 
and negative) of each Stage 1 inspection required by paragraph (g) 
of this AD to Boeing Commercial Airplanes; Attention: Manager, 
Airline Support; P.O. Box 3707 MC 04-ER; Seattle, Washington 98124-
2207; fax (425) 266-5562. The report must include the inspection 
results, a description of any discrepancies found, the inspections 
performed, the airplane serial number, and the number of total 
accumulated flight cycles on the airplane. Under the provisions of 
the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of 
Management and Budget (OMB) has approved the information collection 
requirements contained in this AD and has assigned OMB Control 
Number 2120-0056.
    (1) For any inspection done after November 28, 2007: Submit the 
report within 30 days after the inspection.
    (2) For any inspection done before November 28, 2007: Submit the 
report within 30 days after November 28, 2007.

New Requirements of This AD

Modification

    (m) Except as provided by paragraphs (m)(1) and (m)(2) of this 
AD: At the times specified in paragraph 1.E, ``Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2559, dated January 8, 2009, 
modify the frame-to-tension-tie joints at body stations 1120 through 
1220; do all related investigative and applicable corrective 
actions; do the repetitive post-modification detailed inspections 
for cracking of the tension tie and frame structure and all 
applicable corrective actions; and do the additional modification. 
Do all actions in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2559, dated January 8, 2009. 
Modifying the frame-to-tension-tie joints at body stations 1120 
through 1220 terminates the repetitive inspection requirements of 
paragraphs (g) and (j) of this AD.
    (1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 747-53A2559, dated January 8, 2009, specifies a 
compliance time relative to the original issue date of the service 
bulletin, this AD requires compliance within the specified 
compliance time after the effective date of this AD.
    (2) Where Boeing Alert Service Bulletin 747-53A2559, dated 
January 8, 2009, specifies to contact Boeing for repair instructions 
or additional modification requirements: Before further flight, 
repair the discrepancy or do the modification using a method 
approved in accordance with the procedures specified in paragraph 
(n) of this AD.

Alternative Methods of Compliance (AMOCs)

    (n)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested 
using the procedures found in 14 CFR 39.19. Send information to 
ATTN: Ivan Li, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, 
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., 
Renton, Washington 98057-3356; telephone (425) 917-6437; fax (425) 
917-6590. Or, e-mail information to 9-ANM-Seattle-ACO-AMOC-
Requests@faa.gov.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your principal maintenance inspector (PMI) or 
principal avionics inspector (PAI), as appropriate, or lacking a 
principal inspector, your local Flight Standards District Office. 
The AMOC approval letter must specifically reference this AD.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane and 14 CFR 25.571, Amendment 45, and the approval 
must specifically refer to this AD.
    (4) AMOCs approved previously in accordance with AD 2007-23-18 
are approved as AMOCs for the corresponding requirements of 
paragraphs (g) and (j) of this AD.

    Issued in Renton, Washington, on June 24, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E9-16463 Filed 7-10-09; 8:45 am]

BILLING CODE 4910-13-P
