[Federal Register Volume 78, Number 171 (Wednesday, September 4, 2013)]
[Rules and Regulations]
[Pages 54387-54391]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-21397]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0364; Directorate Identifier 2011-NM-114-AD; 
Amendment 39-17562; AD 2013-16-24]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding airworthiness directive (AD) 90-23-14 for 
certain The Boeing Company Model 747 series airplanes. AD 90-23-14 
required inspections of the fuselage skin lap splice between body 
station (BS) 340 and BS 400 at stringers (S)-6L and S-6R, and repair if 
necessary. This new AD adds new repetitive inspections for cracking in 
the S-6 skin lap splice, which terminates the inspections required by 
AD 90-23-14; eventual modification of the lap splice, which terminates 
the repetitive inspections; post-modification inspections; and 
corrective actions if necessary. This AD also adds airplanes to the 
applicability. This AD was prompted by a report of cracks up to 18.5 
inches that were found at S-6L and S-6R on several airplanes, and 
subsequent analysis results that indicated that the protruding head 
fastener modification and related post-modification inspections 
required by AD 90-23-14 are not adequate to prevent cracking at the 
upper row of fasteners in the S-6 lap joint before the cracks reach a 
critical length. We are issuing this AD to detect and correct cracking 
at the upper row of fasteners in the S-6 lap joint, which could result 
in a sudden loss of cabin pressurization and the inability of the 
fuselage to withstand failsafe loads.

DATES: This AD is effective October 9, 2013.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of October 9, 
2013.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, WA. For information on the availability of this 
material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this 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, WA 98057-3356; phone: 425-917-6432; fax: 
425-917-6590; email: [email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 90-23-14, Amendment 39-6801 (Docket No. 90-NM-
110-AD; 55 FR 46652, November 6,

[[Page 54388]]

1990), (``AD 90-23-14''). AD 90-23-14 applied to the specified 
products. The NPRM published in the Federal Register on May 3, 2013 (78 
FR 25898). The NPRM proposed to continue to require inspections of the 
fuselage skin lap splice between BS 340 and BS 400 at S-6L and S-6R, 
and repair if necessary. The NPRM also proposed to add new repetitive 
inspections for cracking in the stringer 6 skin lap splice, which would 
terminate the inspections required by AD 90-23-14; eventual 
modification of the lap splice, which would terminate the new 
repetitive inspections; post-modification inspections; and corrective 
actions if necessary. The NPRM also proposed to add airplanes to the 
applicability.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We received no comments on the NPRM (78 FR 25898, May 3, 2013) 
or on the determination of the cost to the public.

Clarification

    We have revised the wording of paragraphs (i) and (j) of this AD to 
clarify that certain compliance time adjustment factors were allowed in 
AD 90-23-14 (Docket No. 90-NM-110-AD; 55 FR 46652, November 6, 1990), 
but are no longer allowed in this new AD.

Conclusion

    We reviewed the relevant data and determined that air safety and 
the public interest require adopting this AD with the changes described 
previously--and minor editorial changes. We have determined that these 
minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (78 FR 25898, May 3, 2013) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (78 FR 25898, May 3, 2013).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Costs of Compliance

    We estimate that this AD affects 76 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Retained inspections from AD 90-   8 work-hours x $85               $0  $680 per inspection  $51,680 per
 23-14 (Docket No. 90-NM-110-AD;    per hour = $680                      cycle.               inspection cycle.
 55 FR 46652, November 6, 1990).    per inspection
                                    cycle.
New pre-modification inspections.  8 work-hours x $85                0  680 per inspection   $51,680 per
                                    per hour = $680                      cycle.               inspection cycle.
                                    per inspection
                                    cycle.
New modification.................  204 work-hours x                  0  17,340.............  $1,317,840.
                                    $85 per hour =
                                    $17,340.
New post-modification inspections  12 work-hours x $85               0  1,020 per            $77,520.
                                    per hour = $1,020                    inspection cycle.
                                    per inspection
                                    cycle.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this AD.

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),
    (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 removing airworthiness directive (AD) 
90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, 
November 6, 1990), and adding the following new AD:

2013-16-24 The Boeing Company: Amendment 39-17562; Docket No. FAA-
2013-0364; Directorate Identifier 2011-NM-114-AD.

(a) Effective Date

    This AD is effective October 9, 2013.

(b) Affected ADs

    This AD supersedes AD 90-23-14, Amendment 39-6801 (55 FR 46652, 
November 6, 1990).

[[Page 54389]]

(c) Applicability

    This AD applies to The Boeing Company Model 747-100, 747-100B, 
747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series 
airplanes, certificated in any category, as identified in Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by a report of cracks up to 18.5 inches 
that were found at stringer (S)-6L and S-6R on several airplanes, 
and subsequent analysis results that indicated that the protruding 
head fastener modification and related post-modification inspections 
required by AD 90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 
55 FR 46652, November 6, 1990) are not adequate to prevent cracking 
at the upper row of fasteners in the S-6 lap joint before the cracks 
reach a critical length. We are issuing this AD to detect and 
correct cracking at the upper row of fasteners in the S-6 lap joint, 
which could result in a sudden loss of cabin pressurization and the 
inability of the fuselage to withstand failsafe loads.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Retained Inspection for Unmodified Airplanes With Revised Service 
Information

    This paragraph restates the requirements of paragraph (A) of AD 
90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, 
November 6, 1990), with revised service information. For airplanes 
identified in Boeing Service Bulletin 747-53-2253, including 
Addendum, Revision 2, dated March 29, 1990, and that have not been 
modified as specified in Boeing Service Bulletin 747-53-2253, 
including Addendum, Revision 2, dated March 29, 1990; in accordance 
with the schedule indicated in paragraphs (g)(1)(i) and (g)(1)(ii) 
of this AD, perform a high frequency eddy current (HFEC) inspection 
of the fuselage lap joint for cracks between body station (BS) 340 
and BS 400, or aft as far as the crew door, at stringer S-6L and S-
6R, in accordance with Boeing Service Bulletin 747-53-2253, 
including Addendum, Revision 2, dated March 29, 1990; or Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010. As of the effective date of this AD, only Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010, may be used to accomplish the actions required by 
this paragraph.
    (1) The inspection schedule is specified in paragraphs (g)(1)(i) 
and (g)(1)(ii) of this AD.
    (i) Unless previously accomplished within the last 2,750 
landings, perform the initial inspection within the next 250 
landings after December 11, 1990 (the effective date of AD 90-23-14, 
Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, November 6, 
1990)), or prior to the accumulation of 10,000 landings after the 
modification, whichever occurs later.
    (ii) Repeat the inspection thereafter at intervals not to exceed 
3,000 landings.
    (2) If cracks are found, repair prior to further flight, in 
accordance with Boeing Service Bulletin 747-53-2253, including 
Addendum, Revision 2, dated March 29, 1990; or Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010. As of the effective date of this AD, only Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010, may be used to accomplish the actions required by this 
paragraph.

(h) Retained Inspection for Modified Airplanes With Revised Service 
Information

    This paragraph restates the requirements of paragraph (B) of AD 
90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, 
November 6, 1990), with revised service information. For airplanes 
identified in Boeing Service Bulletin 747-53-2253, including 
Addendum, Revision 2, dated March 29, 1990, and that have been 
modified as specified in Boeing Service Bulletin 747-53-2253, 
including Addendum, Revision 2, dated March 29, 1990: In accordance 
with the schedule specified in paragraphs (h)(1)(i) and (h)(1)(ii) 
of this AD, perform an HFEC inspection of the fuselage lap joint for 
cracks between BS 340 and BS 400, or aft as far as the crew door, at 
S-6L and S-6R, in accordance with Boeing Service Bulletin 747-53-
2253, including Addendum, Revision 2, dated March 29, 1990, or 
Boeing Special Attention Service Bulletin 747-53-2253, Revision 4, 
dated September 9, 2010. As of the effective date of this AD, use 
only Boeing Special Attention Service Bulletin 747-53-2253, Revision 
4, dated September 9, 2010, to accomplish the action required by 
this paragraph. Accomplishment of the actions required by paragraph 
(k) of this AD terminates the requirements of this paragraph.
    (1) The inspection schedule is specified in paragraphs (h)(1)(i) 
and (h)(1)(ii) of this AD.
    (i) Unless previously accomplished within the last 2,750 
landings, perform the initial inspection within the next 250 
landings after December 11, 1990 (the effective date of AD 90-23-14, 
Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, November 6, 
1990)), or prior to the accumulation of 10,000 landings after the 
modification, whichever occurs later.
    (ii) Repeat the inspection thereafter at intervals not to exceed 
3,000 landings.
    (2) If cracks are found, repair prior to further flight, in 
accordance with Boeing Service Bulletin 747-53-2253, including 
Addendum, Revision 2, dated March 29, 1990; or Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010. As of the effective date of this AD, only Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010, may be used to accomplish the actions required by this 
paragraph.

(i) Retained Landing Determination

    This paragraph restates the provisions of paragraph (C) of AD 
90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, 
November 6, 1990), with a compliance time limitation. On or before 
the effective date of this AD: For purposes of complying with 
paragraphs (g) and (h) of this AD, the number of landings may be 
determined to be equal to the number of pressurization cycles where 
the cabin pressure differential was greater than 1.5 pounds per 
square inch (psi). After the effective date of this AD, every 
landing must be used for compliance with paragraphs (g) and (h) of 
this AD, regardless of cabin pressure differential cycles.

(j) Retained Inspection Adjustment Factor

    This paragraph restates the requirements of paragraph (D) of AD 
90-23-14, Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, 
November 6, 1990), with a compliance time limitation. For Model 
747SR airplanes only: On or before the effective date of this AD, 
based on a continued mixed operation of lower cabin differentials, 
the initial inspection thresholds and the repetitive inspection 
intervals specified in paragraphs (g) and (h) of this AD may be 
multiplied by a 1.2 adjustment factor. After the effective date of 
this AD, the 1.2 adjustment factor is not allowed.

(k) New Inspections: Groups 1 Through 5 Airplanes

    For airplanes in Groups 1 through 5, as identified in Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010: At the time specified in Table 1 of paragraph 
1.E., ``Compliance,'' of Boeing Special Attention Service Bulletin 
747-53-2253, Revision 4, dated September 9, 2010--except that where 
Table 1 of paragraph 1.E., ``Compliance,'' of Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010, refers to a compliance time of 250 flight cycles after 
December 11, 1990 (the effective date of AD 90-23-14, Amendment 39-
6801 (Docket No. 90-NM-110-AD; 55 FR 46652, November 6, 1990)), the 
compliance time is 250 flight cycles after the effective date of 
this AD--do external detailed and HFEC inspections for cracks in the 
stringer 6 skin lap splice, and do all applicable corrective 
actions, as applicable, in accordance with the Accomplishment 
Instructions of Boeing Special Attention Service Bulletin 747-53-
2253, Revision 4, dated September 9, 2010, except as required by 
paragraph (o) of this AD. Do all applicable corrective actions at 
the applicable time specified in paragraph 1.E., ``Compliance,'' of 
Boeing Special Attention Service Bulletin 747-53-2253, Revision 4, 
dated September 9, 2010. Accomplishment of the actions required by 
this paragraph terminates the requirements of paragraphs (g) and (h) 
of this AD.

(l) New Repetitive Pre-Modification Inspections: Groups 1 Through 5 
Airplanes

    For airplanes in Groups 1 through 5, as identified in Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4,

[[Page 54390]]

dated September 9, 2010: Repeat the inspections required by 
paragraph (k) of this AD at the applicable time specified in 
paragraph 1.E., ``Compliance,'' of Boeing Special Attention Service 
Bulletin 747-53-2253, Revision 4, dated September 9, 2010, until 
accomplishment of the modification required by paragraph (m) of this 
AD.

(m) New Modification: Groups 1 Through 5 Airplanes

    (1) For airplanes in Groups 1 through 5, as identified in Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010, on which the structural repair manual (SRM) 
repair specified in Part 1 of the Accomplishment Instructions of 
Boeing Special Attention Service Bulletin 747-53-2253, Revision 4, 
dated September 9, 2010, has not been done: Before the accumulation 
of 20,000 total flight cycles, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later, install the 
doubler modification, and do all applicable related investigative 
and corrective actions, in accordance with Part 3 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2253, Revision 4, dated September 9, 2010. All 
applicable related investigative and corrective actions must be done 
before further flight. Compliance with the requirements of this 
paragraph terminates the requirements of paragraphs (k) and (l) of 
this AD.
    (2) For airplanes in Groups 1 through 5, as identified in Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010, on which the SRM repair specified in Part 1 of 
the Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2253, Revision 4, dated September 9, 2010, has been 
done: Within 3,000 flight cycles after accomplishing the SRM repair 
or within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later, install the doubler modification, and do all 
applicable related investigative and corrective actions, in 
accordance with Part 3 of the Accomplishment Instructions of Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010. All applicable related investigative and 
corrective actions must be done before further flight. Compliance 
with the requirements of this paragraph terminates the requirements 
of paragraphs (k) and (l) of this AD.

(n) New Repetitive Post-Modification Inspections: Modified Airplanes

    For airplanes modified as specified in Part 3 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2253, Revision 4, dated September 9, 2010, at the 
applicable time specified in Table 3 or 4 of paragraph 1.E., 
``Compliance,'' of Boeing Special Attention Service Bulletin 747-53-
2253, Revision 4, dated September 9, 2010: Do detailed and eddy 
current inspections to detect cracking of the skin, frames, and tear 
straps, as applicable, in accordance with Part 4 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2253, Revision 4, dated September 9, 2010. If any 
crack is found, repair before further flight using a method approved 
in accordance with the procedures specified in paragraph (q) of this 
AD. Repeat the applicable inspections thereafter at the applicable 
times specified in paragraph 1.E., ``Compliance,'' of Boeing Special 
Attention Service Bulletin 747-53-2253, Revision 4, dated September 
9, 2010.

(o) Exceptions to Service Information Specifications

    (1) If any cracking is found during any inspection required by 
this AD, and Boeing Special Attention Service Bulletin 747-53-2253, 
Revision 4, dated September 9, 2010, specifies to contact Boeing for 
appropriate action: Before further flight, repair the crack using a 
method approved in accordance with the procedures specified in 
paragraph (q) of this AD.
    (2) Although Boeing Special Attention Service Bulletin 747-53-
2253, Revision 4, dated September 9, 2010, specifies to submit 
certain information to the manufacturer, this AD does not include 
that requirement.
    (3) As of the effective date of this AD, if any cracking is 
found during any inspection required by this AD, and Boeing Service 
Bulletin 747-53-2253, including Addendum, Revision 2, dated March 
29, 1990, specifies to contact Boeing for appropriate action: Before 
further flight, repair the crack using a method approved in 
accordance with the procedures specified in paragraph (q) of this 
AD.

(p) Credit for Previous Actions

    This paragraph provides credit for the repairs and doubler 
modifications required by paragraphs (k) and (m) of this AD, if 
those actions were performed before the effective date of this AD 
using the service information specified in paragraphs (p)(1) through 
(p)(4) of this AD. Post-modification inspections must continue, as 
required by paragraph (n) of this AD.
    (1) Boeing Service Bulletin 747-53-2253, dated December 14, 
1984, which is not incorporated by reference in this AD.
    (2) Boeing Service Bulletin 747-53-2253, Revision 1, dated 
January 25, 1990, which is not incorporated by reference in this AD.
    (3) Boeing Service Bulletin 747-53-2253, including Addendum, 
Revision 2, dated March 29, 1990.
    (4) Boeing Service Bulletin 747-53-2253, Revision 3, dated March 
24, 1994, which is not incorporated by reference in this AD.

(q) Alternative Methods of Compliance (AMOCs)

    (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. In accordance with 14 
CFR 39.19, send your request to your principal inspector or local 
Flight Standards District Office, as appropriate. If sending 
information directly to the manager of the ACO, send it to the 
attention of the person identified in the Related Information 
section of this AD. Information may be emailed to: [email protected].
    (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 Authorization 
(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.
    (4) AMOCs approved previously in accordance with AD 90-23-14, 
Amendment 39-6801 (Docket No. 90-NM-110-AD; 55 FR 46652, November 6, 
1990), are approved as AMOCs for the corresponding provisions of 
this AD.
    (5) AMOCs approved previously for the ADs specified in 
paragraphs (q)(5)(i) through (q)(5)(vi) of this AD, for repair and 
doubler modification installations in the area affected by Boeing 
Special Attention Service Bulletin 747-53-2253, Revision 4, dated 
September 9, 2010, are approved as AMOCs for the actions specified 
in paragraphs (g), (h), (k), (l), and (m) of this AD. The post-
modification inspections required by paragraph (n) of this AD must 
be accomplished.
    (i) AD 2010-10-05, Amendment 39-16284 (75 FR 27424, May 17, 
2010).
    (ii) AD 2010-09-03, Amendment 39-16268 (75 FR 22514, April 29, 
2010).
    (iii) AD 2009-04-16, Amendment 39-15822 (74 FR 8737, February 
26, 2009).
    (iv) AD 91-11-01, Amendment 39-6997 (56 FR 22306, May 15, 1991).
    (v) AD 90-06-06, Amendment 39-6490 (55 FR 8374, March 7, 1990).
    (vi) AD 2006-24-02, Amendment 39-14831 (71 FR 67445, November 
22, 2006).

(r) Related Information

    (1) For more information about this AD, contact Bill Ashforth, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO, 
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6432; 
fax: 425-917-6590; email: [email protected].
    (2) Service information that is referenced in this AD that is 
not incorporated by reference may be obtained at the addresses 
specified in paragraphs (s)(4) and (s)(5) of this AD.

(s) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (3) The following service information was approved for IBR on 
October 9, 2013.
    (i) Boeing Service Bulletin 747-53-2253, including Addendum, 
Revision 2, dated March 29, 1990.
    (ii) Boeing Special Attention Service Bulletin 747-53-2253, 
Revision 4, dated September 9, 2010.
    (4) For Boeing service information identified in this AD, 
contact Boeing

[[Page 54391]]

Commercial Airplanes, Attention: Data & Services Management, P.O. 
Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000, 
extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
    (5) You may view this service information at FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (6) You may view this service information that is incorporated 
by reference 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 August 2, 2013.
Ross Landes,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-21397 Filed 9-3-13; 8:45 am]
BILLING CODE 4910-13-P