Airworthiness Directives; The Boeing Company Airplanes, 43974-43979 [2015-18152]
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43974
Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Proposed Rules
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
date of this AD using Boeing Alert Service
Bulletin B787–81205–SB290015–00, Issue
001, dated September 4, 2014, which is not
incorporated by reference in this AD.
PART 39—AIRWORTHINESS
DIRECTIVES
(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
paragraph (j)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(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) For service information that contains
steps that are labeled as Required for
Compliance (RC), the provisions of
paragraphs (i)(4)(i) and (i)(4)(ii) of this AD
apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. An AMOC is required
for any deviations to RC steps, including
substeps and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2015–2959; Directorate Identifier 2015–
NM–008–AD.
(a) Comments Due Date
We must receive comments by September
8, 2015.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 787–8 airplanes, certificated in any
category, as identified in Boeing Alert
Service Bulletin B787–81205–SB290015–00,
Issue 002, dated November 25, 2014.
(d) Subject
Air Transport Association (ATA) of
America Code 29, Hydraulic Power.
(e) Unsafe Condition
This AD was prompted by reports
indicating that the ram air turbine (RAT)
assembly may fail to operate if deployed at
low airspeeds. We are issuing this AD to
prevent failure of the RAT assembly to
operate at low air speeds. The volume fuse
on the RAT assembly may be activated inflight before the RAT is deployed. This may
lead to improper pump hydraulic pressure
offloading when the RAT is needed. Failure
of the RAT to operate in an all engine out
event would result in loss of control of the
airplane.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Replacement
Within 36 months after the effective date
of this AD, replace the RAT pump and
control module assembly or the RAT
assembly, including an installation test and
applicable corrective actions, in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin B787–81205–
SB290015–00, Issue 002, dated November 25,
2014. Do all applicable corrective actions
before further flight.
(h) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (g) of this AD, if those
actions were performed before the effective
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(i) Alternative Methods of Compliance
(AMOCs)
(j) Related Information
(1) For more information about this AD,
contact Sean J. Schauer, Aerospace Engineer,
Systems and Equipment Branch, ANM 130S,
FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA
98057–3356; phone: 425–917–6479; fax: 425–
917–6590; email: sean.schauer@faa.gov.
(2) 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 view this 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.
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Issued in Renton, Washington, on July 16,
2015.
Suzanne Masterson,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2015–18151 Filed 7–23–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–2961; Directorate
Identifier 2014–NM–145–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 2012–15–
13, which applies to certain The Boeing
Company Model 747–100B SUD, 747–
300, 747–400, and 747–400D series
airplanes; and Model 747–200B series
airplanes having a stretched upper deck.
AD 2012–15–13 currently requires
inspections for cracking and
discrepancies of certain fasteners;
modification of the frame-to-tension-tie
joints; repetitive post-modification
inspections; related investigative and
corrective actions if necessary; and
repetitive inspections for cracking in the
tension tie channels, and repair if
necessary. For certain airplanes, AD
2012–15–13 also requires an inspection
to determine if the angle is installed
correctly, and re-installation if
necessary; and an inspection at the
fastener locations where the tension tie
previously attached to the frame prior to
certain modifications, and repair if
necessary. Since we issued AD 2012–
15–13, an evaluation indicated that the
upper deck is subject to widespread
fatigue damage (WFD). This proposed
AD would add a new inspection for
cracking in the tension tie channels and
post-modification inspections of the
modified tension ties for cracking, and
repair if necessary. We are proposing
this AD to prevent fatigue 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 September 8, 2015.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
SUMMARY:
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Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Proposed Rules
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://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: Deliver to Mail
address above 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, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may view
this 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. It is also available
on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
2961.
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Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
2961; 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
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
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: bill.ashforth@faa.gov.
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–2015–2961; Directorate Identifier
2014–NM–145–AD’’ at the beginning of
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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 https://
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 July 23, 2012, we issued AD 2012–
15–13, Amendment 39–17142 (77 FR
47267, August 8, 2012), for certain The
Boeing Company Model 747–100B SUD,
747–300, 747–400, and 747–400D series
airplanes; and Model 747–200B series
airplanes having a stretched upper deck.
AD 2012–15–13 requires repetitive open
hole high frequency eddy current
(HFEC) inspections for cracking in the
forward and aft tension tie channels,
and repair if necessary. For certain
airplanes, AD 2012–15–13 also requires
a one-time angle inspection to
determine if the angle is installed
correctly, and re-installation if
necessary; and a one-time open hole
HFEC inspection at the fastener
locations where the tension tie
previously attached to the frame prior to
certain modifications, and repair if
necessary. AD 2012–15–13 resulted
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 issued AD 2012–15–13
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.
Widespread Fatigue Damage
Structural fatigue damage is
progressive. It begins as minute cracks,
and those cracks grow under the action
of repeated stresses. This can happen
because of normal operational
conditions and design attributes, or
because of isolated situations or
incidents such as material defects, poor
fabrication quality, or corrosion pits,
dings, or scratches. Fatigue damage can
occur locally, in small areas or
structural design details, or globally.
Global fatigue damage is general
degradation of large areas of structure
with similar structural details and stress
levels. Multiple-site damage is global
damage that occurs in a large structural
element such as a single rivet line of a
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43975
lap splice joining two large skin panels.
Global damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-sitedamage and multiple-element-damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane, in a
condition known as widespread fatigue
damage (WFD). As an airplane ages,
WFD will likely occur, and will
certainly occur if the airplane is
operated long enough without any
intervention.
The FAA’s WFD rule (75 FR 69746,
November 15, 2010) became effective on
January 14, 2011. The WFD rule
requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
design approval holders (DAHs)
establish a limit of validity (LOV) of the
engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
Actions Since AD 2012–15–13,
Amendment 39–17142 (77 FR 47267,
August 8, 2012), Was Issued
The preamble to AD 2012–15–13,
Amendment 39–17142 (77 FR 47267,
August 8, 2012), specified that we
considered the requirements of that AD
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Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Proposed Rules
‘‘interim action.’’ AD 2012–15–13
explained that we might consider
further rulemaking if final action is later
identified. Since we issued AD 2012–
15–13, an evaluation by the DAH
indicated that the upper deck is subject
to WFD. We have determined that it is
necessary to mandate a new inspection
for cracking in the tension tie channels,
repetitive post-modification inspections
of the modified tension ties for cracking,
and repair if necessary.
Related Service Information Under 1
CFR Part 51
We reviewed Boeing Alert Service
Bulletin 747–53A2559, Revision 2,
dated May 13, 2014. The service
information describes procedures for
modifying the tension tie and frame at
certain center sections. This service
information is reasonably available
because the interested parties have
access to it through their normal course
of business or by the means identified
in the ADDRESSES section of this NPRM.
2, dated May 13, 2014, for details on the
procedures and compliance times.
FAA’s Determination
Explanation of Compliance Time
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
The compliance time for the
modification specified in this proposed
AD for addressing WFD was established
to ensure that discrepant structure is
modified before WFD develops in
airplanes. Standard inspection
techniques cannot be relied on to detect
WFD before it becomes a hazard to
flight. We will not grant any extensions
of the compliance time to complete any
AD-mandated service bulletin related to
WFD without extensive new data that
would substantiate and clearly warrant
such an extension.
Proposed AD Requirements
This proposed AD would retain all of
the requirements of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267,
August 8, 2012). For certain airplanes,
this proposed AD would mandate a new
inspection for cracking in the forward
and aft tension tie channels, repetitive
post-modification inspections of the
modified tension ties for cracking, and
repair if necessary. Refer to Boeing Alert
Service Bulletin 747–53A2559, Revision
Costs of Compliance
We estimate that this proposed AD
affects 120 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Cost on U.S.
operators
Retained modification in AD 2012–15–
13, Amendment 39–17142 (77 FR
47267, August 8, 2012) (67 airplanes).
Retained post-modification inspections
in AD 2012–15–13, Amendment 39–
17142 (77 FR 47267, August 8,
2012) (67 airplanes).
New proposed inspection .....................
New proposed post-modification eddy
current inspections.
Between 257 and 263 work-hours =
between $21,845 and $22,355.
Between $341,334
and $345,490.
Between $363,179
and $367,845.
Between
$24,332,993 and
$24,645,615.
6 work-hours × $85 per hour = $510
per inspection cycle.
$0 ..........................
$510 per inspection cycle.
$34,170 per inspection cycle.
10 work-hours × $85 per hour = $850
216 work-hours × $85 per hour =
$18,360 per inspection cycle.
$0 ..........................
$0 ..........................
$850 ......................
$18,360 per inspection cycle.
$102,000.
$2,203,200 per inspection cycle.
We have received no definitive data
that would enable us to provide a cost
estimate for the on-condition actions
specified in this proposed AD.
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
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products identified in this rulemaking
action.
under the criteria of the Regulatory
Flexibility Act.
Regulatory Findings
List of Subjects in 14 CFR Part 39
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.
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),
(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
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2012–15–13, Amendment 39–17142 (77
FR 47267, August 8, 2012), and adding
the following new AD:
■
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Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Proposed Rules
The Boeing Company: Docket No. FAA–
2015–2961; Directorate Identifier 2014–
NM–145–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by September 8, 2015.
(b) Affected ADs
This AD replaces AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012).
(c) Applicability
This AD applies to The Boeing Company
Model 747–100B SUD, 747–300, 747–400,
and 747–400D series airplanes; and Model
747–200B series airplanes having a stretched
upper deck; certificated in any category;
excluding airplanes that have been converted
to a large cargo freighter configuration.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by 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. This AD was also prompted by
an evaluation by the design approval holder
(DAH), which indicated that the upper deck
is subject to widespread fatigue damage
(WFD). We are issuing this AD to prevent
fatigue 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.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Repetitive Stage 1 Inspections,
With No Changes
This paragraph restates the requirements of
paragraph (g) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. For all airplanes:
Do detailed inspections for cracking or
discrepancies of the fasteners in the tension
ties, shear webs, and frames at body stations
(STA) 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; or Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010. As of September 12,
2012 (the effective date of AD 2012–15–13),
only Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14, 2010,
may be used to do the actions required by
this paragraph. 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.
Accomplishment of the initial Stage 2
inspection required by paragraph (j) of this
AD terminates the requirements of this
paragraph. Any applicable related
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investigative and corrective actions must be
done before further flight. Doing the
modification required by paragraph (p) 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 on
this 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
(71 FR 14367, March 22, 2006)).
(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 terminates the Stage 1
inspections.
(h) Retained Compliance Time for Initial
Stage 1 Inspection, With No Changes
This paragraph restates the requirements of
paragraph (h) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. Do the initial
Stage 1 inspection at the earlier of the times
specified in paragraphs (h)(1) and (h)(2) of
this AD.
(1) Inspect 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, Amendment 39–15266 (72 FR
65655, November 23, 2007)), whichever
occurs later.
(2) Inspect 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 (the effective date of AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007)).
(i) Retained Compliance Times for Repetitive
Stage 1 Inspections, With No Changes
This paragraph restates the requirements of
paragraph (i) of AD 2012–15–13, Amendment
39–17142 (77 FR 47267, August 8, 2012),
with no changes. Repeat the Stage 1
inspection specified in paragraph (g) of this
AD at the time specified in paragraph (i)(1)
or (i)(2) of this AD, 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 has not been accomplished as of
November 28, 2007 (the effective date of AD
2007–23–18, Amendment 39–15266 (72 FR
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43977
65655, November 23, 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 has been accomplished as of
November 28, 2007 (the effective date of AD
2007–23–18, Amendment 39–15266 (72 FR
65655, November 23, 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 have accumulated
fewer than 12,000 total flight cycles as of
November 28, 2007 (the effective date of AD
2007–23–18, Amendment 39–15266 (72 FR
65655, November 23, 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 have accumulated
12,000 total flight cycles or more as of
November 28, 2007 (the effective date of AD
2007–23–18, Amendment 39–15266 (72 FR
65655, November 23, 2007)): 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 (the effective date of AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007)).
(j) Retained Repetitive Stage 2 Inspections,
With No Changes
This paragraph restates the requirements of
paragraph (j) of AD 2012–15–13, Amendment
39–17142 (77 FR 47267, August 8, 2012),
with no changes. For all airplanes: 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, or
Boeing Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010; except as
provided by paragraph (k) of this AD. Do the
initial inspections at the earlier of the times
specified in paragraphs (j)(1) and (j)(2) of this
AD. Repeat the Stage 2 inspection thereafter
at the applicable times specified in paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2507, dated April 21, 2005,
or Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14, 2010.
As of September 12, 2012 (the effective date
of AD 2012–15–13), only Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010, may be used. Any
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 (p) of this AD
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terminates the repetitive inspection
requirements of this paragraph.
(1) Before the accumulation of 16,000 total
flight cycles, or within 1,000 flight cycles
after November 28, 2007 (the effective date of
AD 2007–23–18, Amendment 39–15266 (72
FR 65655, November 23, 2007)), whichever
occurs later.
(2) Before the accumulation of 10,000 total
flight cycles, or within 1,000 flight cycles
after September 12, 2012 (the effective date
of AD 2012–15–13, Amendment 39–17142
(77 FR 47267, August 8, 2012)), whichever
occurs later.
(k) Retained Exception to Corrective Action
Instructions, With No Changes
This paragraph restates the requirements of
paragraph (k) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. If any discrepancy,
including but not limited to any crack,
broken fastener, loose fastener, or missing
fastener is found during any inspection
required by paragraph (g), (h), (i), or (j) of this
AD, and Boeing Alert Service Bulletin 747–
53A2507, dated April 21, 2005, or Boeing
Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010, specifies
to contact Boeing for appropriate action:
Before further flight, repair the discrepancy
using a method approved in accordance with
the procedures specified in paragraph (t) of
this AD.
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
(l) Retained Stage 2 Inspection: Work at STA
1140, With No Changes
This paragraph restates the requirements of
paragraph (l) of AD 2012–15–13, Amendment
39–17142 (77 FR 47267, August 8, 2012),
with no changes. For all airplanes: Except as
provided by paragraph (o) of this AD, at the
time specified in paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2507, Revision 1, dated
January 14, 2010, do an open hole high
frequency eddy current (HFEC) inspection for
cracking in the forward and aft tension tie
channels at 12 fastener locations inboard of
the aluminum straps at STA 1140, and before
further flight do all applicable repairs. Do all
actions in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010. Repeat the
inspections thereafter at the time specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010. Doing the
modification required by paragraph (p) of
this AD terminates the inspection
requirements in this paragraph.
(m) Retained One-Time Inspection for
Incorrectly Installed Angles, With No
Changes
This paragraph restates the requirements of
paragraph (m) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. For Group 1,
Configuration 1, airplanes as identified in
Boeing Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010: Except as
provided by paragraph (o) of this AD, at the
time specified in paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2507, Revision 1, dated
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16:51 Jul 23, 2015
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January 14, 2010, do a detailed inspection to
determine if the angle is installed correctly,
and before further flight re-install all angles
that were installed incorrectly. Do all actions
in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2507, Revision 1, dated January 14,
2010.
(n) Retained One-time Inspection for Cracks
in Frames at Previous Tension Tie Locations,
With No Changes
This paragraph restates the requirements of
paragraph (n) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. For Group 1,
Configuration 2, airplanes; and Groups 2 and
3 airplanes; as identified in Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010: Except as provided
by paragraph (o) of this AD, at the time
specified in paragraph 1.E, ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010, do an
open hole HFEC inspection for cracks at the
fastener locations (STAs 1120, 1160, 1200,
and 1220) where the tension tie previously
attached to the frame prior to modification to
the Boeing Special Freighter or Boeing
Converted Freighter configuration, and before
further flight do all applicable repairs. Do all
actions in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010. Doing the
modification required by paragraph (p) of
this AD terminates the one-time inspection
requirements in this paragraph.
(o) Retained Exception to Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
Dated January 14, 2010, With No Changes
This paragraph restates the requirements of
paragraph (o) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. Where paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2507, Revision 1, dated
January 14, 2010, specifies a compliance time
relative to ‘‘the Revision 1 date of this service
bulletin,’’ this AD requires compliance
within the specified compliance time after
September 12, 2012 (the effective date of AD
2012–15–13).
(p) Retained Modification and PostModification Repetitive Inspections, With
Revised Service Information
This paragraph restates the requirements of
paragraph (p) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with revised service information.
Except as provided by paragraphs (p)(1) and
(p)(2) of this AD: At the applicable times
specified in paragraph 1.E, ‘‘Compliance,’’ of
Boeing Service Bulletin 747–53A2559,
Revision 1, dated August 4, 2011, modify the
frame-to-tension-tie joints at STAs 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
Service Bulletin 747–53A2559, Revision 1,
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Frm 00010
Fmt 4702
Sfmt 4702
dated August 4, 2011, or Boeing Alert Service
Bulletin 747–53A2559, Revision 2, dated
May 13, 2014. Modifying the frame-totension-tie joints at STAs 1120 through 1220
terminates the repetitive inspection
requirements of paragraphs (g) and (j) of this
AD, the inspection requirements of paragraph
(l) of this AD, and the one-time inspection
requirement of paragraph (n) of this AD. As
of the effective date of this AD, only Boeing
Alert Service Bulletin 747–53A2559,
Revision 2, dated May 13, 2014, may be used
to accomplish the actions specified in this
paragraph.
(1) Where paragraph 1.E., ‘‘Compliance,’’ of
Boeing Service Bulletin 747–53A2559,
Revision 1, dated August 4, 2011, specifies a
compliance time relative to ‘‘the original
issue date of this service bulletin,’’ this AD
requires compliance within the specified
compliance time after September 12, 2012
(the effective date of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012)).
(2) Where Boeing Service Bulletin 747–
53A2559, Revision 1, dated August 4, 2011,
or Boeing Alert Service Bulletin 747–
53A2559, Revision 2, dated May 13, 2014,
specifies to contact Boeing for repair
instructions or additional modification
requirements: Before further flight, repair the
cracking or do the additional actions using a
method approved in accordance with the
procedures specified in paragraph (t) of this
AD.
(q) Retained Credit for Previous Actions,
With No Changes
This paragraph restates the credit provided
by paragraph (q) of AD 2012–15–13,
Amendment 39–17142 (77 FR 47267, August
8, 2012), with no changes. This paragraph
provides credit for the corresponding actions
required by paragraph (p) of this AD, if those
actions were done before September 12, 2012
(the effective date of AD 2012–15–13), using
Boeing Alert Service Bulletin 747–53A2559,
dated January 8, 2009.
(r) New Repetitive Post-Modification Eddy
Current Inspections
Do an eddy current inspection of all areas
of the modified tension ties for cracking, in
accordance with Part 3 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2559, Revision 2,
dated May 13, 2014. Do the inspection at the
time specified in Table 2 of paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2559, Revision 2, dated
May 13, 2014, except where paragraph 1.E.,
‘‘Compliance,’’ of Boeing Service Bulletin
747–53A2559, Revision 2, dated May 13,
2014, specifies a compliance time relative to
‘‘the Revision 2 date of this service bulletin,’’
this AD requires compliance within the
specified compliance time after the effective
date of this AD. If any crack is found, before
further flight, repair the crack using a method
approved in accordance with the procedures
specified in paragraph (t) of this AD. If no
crack is found, repeat the inspection
thereafter at the intervals specified in
paragraph 1.E, ‘‘Compliance,’’ of Boeing Alert
Service Bulletin 747–53A2559, Revision 2,
dated May 13, 2014.
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(s) New One-Time Surface HFEC Inspections
Do a surface HFEC inspection of the
tension tie center section, for cracking in the
forward and aft tension tie channels between
STA 1120 through 1220, in accordance with
Part 4 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 747–53A2559,
Revision 2, dated May 13, 2014. Do the
inspection at the applicable time specified in
Table 1 or Table 3 of paragraph 1.E,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2559, Revision 2, dated
May 13, 2014, except where paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2559, Revision 2, dated
May 13, 2014, specifies a compliance time
relative to ‘‘the Revision 2 date of this service
bulletin,’’ this AD requires compliance
within the specified compliance time after
the effective date of this AD. If any crack is
found, before further flight, repair the crack
using a method approved in accordance with
the procedures specified in paragraph (t) of
this AD.
(t) 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
paragraph (u)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(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 for AD
2012–15–13, Amendment 39–17142 (77 FR
47267, August 8, 2012), are approved as
AMOCs for the corresponding provisions of
this AD.
(u) Related Information
(1) 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, WA 98057–3356;
phone: 425–917–6432; fax: 425–917–6590;
email: bill.ashforth@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, 3855 Lakewood Boulevard, MC
D800–0019, Long Beach, CA 90846–0001;
telephone 206–544–5000, extension 2; fax
206–766–5683; Internet https://
www.myboeingfleet.com. You may view this
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.
Issued in Renton, Washington, on July 16,
2015.
Suzanne Masterson,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2015–18152 Filed 7–23–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF ENERGY
Federal Energy Regulatory
Commission
DATES:
Comments are due August 24,
2015.
Comments, identified by
docket number, may be filed in the
following ways:
• Electronic Filing through https://
www.ferc.gov. Documents created
electronically using word processing
software should be filed in native
applications or print-to-PDF format and
not in a scanned format.
• Mail/Hand Delivery: Those unable
to file electronically may mail or handdeliver comments to: Federal Energy
Regulatory Commission, Secretary of the
Commission, 888 First Street NE.,
Washington, DC 20426.
Instructions: For detailed instructions
on submitting comments and additional
information on the rulemaking process,
see the Comment Procedures section of
this document.
ADDRESSES:
FOR FURTHER INFORMATION CONTACT:
18 CFR Parts 157, 260, and 284
[Docket No. RM96–1–038]
Standards for Business Practices of
Interstate Natural Gas Pipelines
Federal Energy Regulatory
Commission.
ACTION: Notice of proposed rulemaking.
AGENCY:
The Federal Energy
Regulatory Commission (Commission) is
proposing to amend its regulations to
incorporate by reference, with certain
enumerated exceptions, the latest
version (Version 3.0) of business
practice standards adopted by the
Wholesale Gas Quadrant of the North
American Energy Standards Board
(NAESB) applicable to natural gas
pipelines. These revisions, in part,
SUMMARY:
revise the codes used to identify receipt
and delivery locations in the Index of
Customers. In addition, for consistency
with the revisions to the Index of
Customers, the Commission is
proposing certain conforming changes
to the Commission’s regulations on
exhibits and on system flow diagrams.
Stanley Wolf (technical issues), Office of
Energy Policy and Innovation, Federal
Energy Regulatory Commission, 888
First Street NE., Washington, DC 20426,
Telephone: (202) 502–6841, Email:
stanley.wolf@ferc.gov.
Oscar F. Santillana (technical issues),
Office of Energy Market Regulation,
Federal Energy Regulatory Commission,
888 First Street NE., Washington, DC
20426, Telephone: (202) 502–6392,
Email: oscar.santillana@ferc.gov.
Gary D. Cohen (legal issues), Office of
the General Counsel, Federal Energy
Regulatory Commission, 888 First Street
NE., Washington, DC 20426, Telephone:
(202) 502–8321, Email: gary.cohen@
ferc.gov.
SUPPLEMENTARY INFORMATION:
Table of Contents
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
Paragraph Nos.
I. Background ................................................................................................................................................................................
II. Discussion ................................................................................................................................................................................
A. Modifications to Standards to Support the Commission’s Show Cause Order in Docket No. RP14–442–000 ..........
B. Location Codes ..................................................................................................................................................................
C. Request in Order No. 587–V for NAESB to Evaluate the Use of the Terms ‘‘Operating Capacity’’ and ‘‘Design Capacity’’ ................................................................................................................................................................................
D. Standards Previously Not Incorporated by Reference ....................................................................................................
1. Contracts Standards and eTariff Related Standards ................................................................................................
2. Record Retention Standards ......................................................................................................................................
3. WGQ Interpretations ..................................................................................................................................................
E. Proposed Implementation Procedures .............................................................................................................................
III. Notice of Use of Voluntary Consensus Standards ................................................................................................................
VerDate Sep<11>2014
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8
12
15
18
20
20
21
22
23
28
]]>Agencies
[Federal Register Volume 80, Number 142 (Friday, July 24, 2015)]
[Proposed Rules]
[Pages 43974-43979]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-18152]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-2961; Directorate Identifier 2014-NM-145-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 2012-15-
13, which applies to certain The Boeing Company Model 747-100B SUD,
747-300, 747-400, and 747-400D series airplanes; and Model 747-200B
series airplanes having a stretched upper deck. AD 2012-15-13 currently
requires inspections for cracking and discrepancies of certain
fasteners; modification of the frame-to-tension-tie joints; repetitive
post-modification inspections; related investigative and corrective
actions if necessary; and repetitive inspections for cracking in the
tension tie channels, and repair if necessary. For certain airplanes,
AD 2012-15-13 also requires an inspection to determine if the angle is
installed correctly, and re-installation if necessary; and an
inspection at the fastener locations where the tension tie previously
attached to the frame prior to certain modifications, and repair if
necessary. Since we issued AD 2012-15-13, an evaluation indicated that
the upper deck is subject to widespread fatigue damage (WFD). This
proposed AD would add a new inspection for cracking in the tension tie
channels and post-modification inspections of the modified tension ties
for cracking, and repair if necessary. We are proposing this AD to
prevent fatigue 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 September 8,
2015.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
[[Page 43975]]
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://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: Deliver to Mail address above 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, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this 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. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
2961.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
2961; 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 (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
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: bill.ashforth@faa.gov.
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-2015-2961;
Directorate Identifier 2014-NM-145-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 https://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 July 23, 2012, we issued AD 2012-15-13, Amendment 39-17142 (77
FR 47267, August 8, 2012), for certain The Boeing Company Model 747-
100B SUD, 747-300, 747-400, and 747-400D series airplanes; and Model
747-200B series airplanes having a stretched upper deck. AD 2012-15-13
requires repetitive open hole high frequency eddy current (HFEC)
inspections for cracking in the forward and aft tension tie channels,
and repair if necessary. For certain airplanes, AD 2012-15-13 also
requires a one-time angle inspection to determine if the angle is
installed correctly, and re-installation if necessary; and a one-time
open hole HFEC inspection at the fastener locations where the tension
tie previously attached to the frame prior to certain modifications,
and repair if necessary. AD 2012-15-13 resulted 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 issued AD 2012-15-13 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.
Widespread Fatigue Damage
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that design
approval holders (DAHs) establish a limit of validity (LOV) of the
engineering data that support the structural maintenance program.
Operators affected by the WFD rule may not fly an airplane beyond its
LOV, unless an extended LOV is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
Actions Since AD 2012-15-13, Amendment 39-17142 (77 FR 47267, August 8,
2012), Was Issued
The preamble to AD 2012-15-13, Amendment 39-17142 (77 FR 47267,
August 8, 2012), specified that we considered the requirements of that
AD
[[Page 43976]]
``interim action.'' AD 2012-15-13 explained that we might consider
further rulemaking if final action is later identified. Since we issued
AD 2012-15-13, an evaluation by the DAH indicated that the upper deck
is subject to WFD. We have determined that it is necessary to mandate a
new inspection for cracking in the tension tie channels, repetitive
post-modification inspections of the modified tension ties for
cracking, and repair if necessary.
Related Service Information Under 1 CFR Part 51
We reviewed Boeing Alert Service Bulletin 747-53A2559, Revision 2,
dated May 13, 2014. The service information describes procedures for
modifying the tension tie and frame at certain center sections. This
service information is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section of this NPRM.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain all of the requirements of AD 2012-
15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012). For certain
airplanes, this proposed AD would mandate a new inspection for cracking
in the forward and aft tension tie channels, repetitive post-
modification inspections of the modified tension ties for cracking, and
repair if necessary. Refer to Boeing Alert Service Bulletin 747-
53A2559, Revision 2, dated May 13, 2014, for details on the procedures
and compliance times.
Explanation of Compliance Time
The compliance time for the modification specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is modified before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 120 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Retained modification in AD Between 257 and 263 Between $341,334 Between Between $24,332,993 and
2012-15-13, Amendment 39- work-hours = between and $345,490. $363,179 and $24,645,615.
17142 (77 FR 47267, August $21,845 and $22,355. $367,845.
8, 2012) (67 airplanes).
Retained 6 work-hours x $85 $0.............. $510 per $34,170 per inspection
post[dash]modification per hour = $510 per inspection cycle.
inspections in AD 2012-15- inspection cycle. cycle.
13, Amendment 39-17142 (77
FR 47267, August 8, 2012)
(67 airplanes).
New proposed inspection...... 10 work-hours x $85 $0.............. $850........... $102,000.
per hour = $850.
New proposed 216 work-hours x $85 $0.............. $18,360 per $2,203,200 per
post[dash]modification eddy per hour = $18,360 inspection inspection cycle.
current inspections. per inspection cycle. cycle.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
a cost estimate for the on-condition actions specified in this proposed
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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify 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),
(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.
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
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)
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), and
adding the following new AD:
[[Page 43977]]
The Boeing Company: Docket No. FAA-2015-2961; Directorate Identifier
2014-NM-145-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by September 8,
2015.
(b) Affected ADs
This AD replaces AD 2012-15-13, Amendment 39-17142 (77 FR 47267,
August 8, 2012).
(c) Applicability
This AD applies to The Boeing Company Model 747-100B SUD, 747-
300, 747-400, and 747-400D series airplanes; and Model 747-200B
series airplanes having a stretched upper deck; certificated in any
category; excluding airplanes that have been converted to a large
cargo freighter configuration.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by 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. This AD was
also prompted by an evaluation by the design approval holder (DAH),
which indicated that the upper deck is subject to widespread fatigue
damage (WFD). We are issuing this AD to prevent fatigue 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.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Repetitive Stage 1 Inspections, With No Changes
This paragraph restates the requirements of paragraph (g) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. For all airplanes: Do detailed inspections for cracking
or discrepancies of the fasteners in the tension ties, shear webs,
and frames at body stations (STA) 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; or Boeing Alert Service Bulletin 747-53A2507,
Revision 1, dated January 14, 2010. As of September 12, 2012 (the
effective date of AD 2012-15-13), only Boeing Alert Service Bulletin
747-53A2507, Revision 1, dated January 14, 2010, may be used to do
the actions required by this paragraph. 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.
Accomplishment of the initial Stage 2 inspection required by
paragraph (j) of this AD terminates the requirements of this
paragraph. Any applicable related investigative and corrective
actions must be done before further flight. Doing the modification
required by paragraph (p) 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 on this
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 (71 FR 14367, March 22, 2006)).
(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 terminates the
Stage 1 inspections.
(h) Retained Compliance Time for Initial Stage 1 Inspection, With No
Changes
This paragraph restates the requirements of paragraph (h) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. Do the initial Stage 1 inspection at the earlier of the
times specified in paragraphs (h)(1) and (h)(2) of this AD.
(1) Inspect 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, Amendment 39-15266 (72 FR 65655, November 23,
2007)), whichever occurs later.
(2) Inspect 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 (the effective date of AD 2007-23-18,
Amendment 39-15266 (72 FR 65655, November 23, 2007)).
(i) Retained Compliance Times for Repetitive Stage 1 Inspections, With
No Changes
This paragraph restates the requirements of paragraph (i) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. Repeat the Stage 1 inspection specified in paragraph (g)
of this AD at the time specified in paragraph (i)(1) or (i)(2) of
this AD, 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 has
not been accomplished as of November 28, 2007 (the effective date of
AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 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 has
been accomplished as of November 28, 2007 (the effective date of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 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 have accumulated fewer than 12,000 total
flight cycles as of November 28, 2007 (the effective date of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 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 have accumulated 12,000 total flight
cycles or more as of November 28, 2007 (the effective date of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007)): 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 (the effective date of AD 2007-23-18,
Amendment 39-15266 (72 FR 65655, November 23, 2007)).
(j) Retained Repetitive Stage 2 Inspections, With No Changes
This paragraph restates the requirements of paragraph (j) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. For all airplanes: 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, or Boeing
Alert Service Bulletin 747-53A2507, Revision 1, dated January 14,
2010; except as provided by paragraph (k) of this AD. Do the initial
inspections at the earlier of the times specified in paragraphs
(j)(1) and (j)(2) of this AD. Repeat the Stage 2 inspection
thereafter at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, dated
April 21, 2005, or Boeing Alert Service Bulletin 747-53A2507,
Revision 1, dated January 14, 2010. As of September 12, 2012 (the
effective date of AD 2012-15-13), only Boeing Alert Service Bulletin
747-53A2507, Revision 1, dated January 14, 2010, may be used. Any
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 (p) of this AD
[[Page 43978]]
terminates the repetitive inspection requirements of this paragraph.
(1) Before the accumulation of 16,000 total flight cycles, or
within 1,000 flight cycles after November 28, 2007 (the effective
date of AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23,
2007)), whichever occurs later.
(2) Before the accumulation of 10,000 total flight cycles, or
within 1,000 flight cycles after September 12, 2012 (the effective
date of AD 2012-15-13, Amendment 39-17142 (77 FR 47267, August 8,
2012)), whichever occurs later.
(k) Retained Exception to Corrective Action Instructions, With No
Changes
This paragraph restates the requirements of paragraph (k) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. If any discrepancy, including but not limited to any
crack, broken fastener, loose fastener, or missing fastener is found
during any inspection required by paragraph (g), (h), (i), or (j) of
this AD, and Boeing Alert Service Bulletin 747-53A2507, dated April
21, 2005, or Boeing Alert Service Bulletin 747-53A2507, Revision 1,
dated January 14, 2010, specifies to contact Boeing for appropriate
action: Before further flight, repair the discrepancy using a method
approved in accordance with the procedures specified in paragraph
(t) of this AD.
(l) Retained Stage 2 Inspection: Work at STA 1140, With No Changes
This paragraph restates the requirements of paragraph (l) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. For all airplanes: Except as provided by paragraph (o)
of this AD, at the time specified in paragraph 1.E, ``Compliance,''
of Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated
January 14, 2010, do an open hole high frequency eddy current (HFEC)
inspection for cracking in the forward and aft tension tie channels
at 12 fastener locations inboard of the aluminum straps at STA 1140,
and before further flight do all applicable repairs. Do all actions
in accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010.
Repeat the inspections thereafter at the time specified in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507,
Revision 1, dated January 14, 2010. Doing the modification required
by paragraph (p) of this AD terminates the inspection requirements
in this paragraph.
(m) Retained One-Time Inspection for Incorrectly Installed Angles, With
No Changes
This paragraph restates the requirements of paragraph (m) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. For Group 1, Configuration 1, airplanes as identified in
Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated January
14, 2010: Except as provided by paragraph (o) of this AD, at the
time specified in paragraph 1.E, ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010, do
a detailed inspection to determine if the angle is installed
correctly, and before further flight re-install all angles that were
installed incorrectly. Do all actions in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010.
(n) Retained One-time Inspection for Cracks in Frames at Previous
Tension Tie Locations, With No Changes
This paragraph restates the requirements of paragraph (n) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. For Group 1, Configuration 2, airplanes; and Groups 2
and 3 airplanes; as identified in Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010: Except as provided by
paragraph (o) of this AD, at the time specified in paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507,
Revision 1, dated January 14, 2010, do an open hole HFEC inspection
for cracks at the fastener locations (STAs 1120, 1160, 1200, and
1220) where the tension tie previously attached to the frame prior
to modification to the Boeing Special Freighter or Boeing Converted
Freighter configuration, and before further flight do all applicable
repairs. Do all actions in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2507, Revision
1, dated January 14, 2010. Doing the modification required by
paragraph (p) of this AD terminates the one-time inspection
requirements in this paragraph.
(o) Retained Exception to Boeing Alert Service Bulletin 747-53A2507,
Revision 1, Dated January 14, 2010, With No Changes
This paragraph restates the requirements of paragraph (o) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
no changes. Where paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010,
specifies a compliance time relative to ``the Revision 1 date of
this service bulletin,'' this AD requires compliance within the
specified compliance time after September 12, 2012 (the effective
date of AD 2012-15-13).
(p) Retained Modification and Post-Modification Repetitive Inspections,
With Revised Service Information
This paragraph restates the requirements of paragraph (p) of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012), with
revised service information. Except as provided by paragraphs (p)(1)
and (p)(2) of this AD: At the applicable times specified in
paragraph 1.E, ``Compliance,'' of Boeing Service Bulletin 747-
53A2559, Revision 1, dated August 4, 2011, modify the frame-to-
tension-tie joints at STAs 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 Service Bulletin 747-
53A2559, Revision 1, dated August 4, 2011, or Boeing Alert Service
Bulletin 747-53A2559, Revision 2, dated May 13, 2014. Modifying the
frame-to-tension-tie joints at STAs 1120 through 1220 terminates the
repetitive inspection requirements of paragraphs (g) and (j) of this
AD, the inspection requirements of paragraph (l) of this AD, and the
one-time inspection requirement of paragraph (n) of this AD. As of
the effective date of this AD, only Boeing Alert Service Bulletin
747-53A2559, Revision 2, dated May 13, 2014, may be used to
accomplish the actions specified in this paragraph.
(1) Where paragraph 1.E., ``Compliance,'' of Boeing Service
Bulletin 747-53A2559, Revision 1, dated August 4, 2011, specifies a
compliance time relative to ``the original issue date of this
service bulletin,'' this AD requires compliance within the specified
compliance time after September 12, 2012 (the effective date of AD
2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012)).
(2) Where Boeing Service Bulletin 747-53A2559, Revision 1, dated
August 4, 2011, or Boeing Alert Service Bulletin 747-53A2559,
Revision 2, dated May 13, 2014, specifies to contact Boeing for
repair instructions or additional modification requirements: Before
further flight, repair the cracking or do the additional actions
using a method approved in accordance with the procedures specified
in paragraph (t) of this AD.
(q) Retained Credit for Previous Actions, With No Changes
This paragraph restates the credit provided by paragraph (q) of
AD 2012-15-13, Amendment 39-17142 (77 FR 47267, August 8, 2012),
with no changes. This paragraph provides credit for the
corresponding actions required by paragraph (p) of this AD, if those
actions were done before September 12, 2012 (the effective date of
AD 2012-15-13), using Boeing Alert Service Bulletin 747-53A2559,
dated January 8, 2009.
(r) New Repetitive Post-Modification Eddy Current Inspections
Do an eddy current inspection of all areas of the modified
tension ties for cracking, in accordance with Part 3 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2559, Revision 2, dated May 13, 2014. Do the inspection at the
time specified in Table 2 of paragraph 1.E, ``Compliance,'' of
Boeing Alert Service Bulletin 747-53A2559, Revision 2, dated May 13,
2014, except where paragraph 1.E., ``Compliance,'' of Boeing Service
Bulletin 747-53A2559, Revision 2, dated May 13, 2014, specifies a
compliance time relative to ``the Revision 2 date of this service
bulletin,'' this AD requires compliance within the specified
compliance time after the effective date of this AD. If any crack is
found, before further flight, repair the crack using a method
approved in accordance with the procedures specified in paragraph
(t) of this AD. If no crack is found, repeat the inspection
thereafter at the intervals specified in paragraph 1.E,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2559,
Revision 2, dated May 13, 2014.
[[Page 43979]]
(s) New One-Time Surface HFEC Inspections
Do a surface HFEC inspection of the tension tie center section,
for cracking in the forward and aft tension tie channels between STA
1120 through 1220, in accordance with Part 4 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2559, Revision
2, dated May 13, 2014. Do the inspection at the applicable time
specified in Table 1 or Table 3 of paragraph 1.E, ``Compliance,'' of
Boeing Alert Service Bulletin 747-53A2559, Revision 2, dated May 13,
2014, except where paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2559, Revision 2, dated May 13, 2014,
specifies a compliance time relative to ``the Revision 2 date of
this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD. If
any crack is found, before further flight, repair the crack using a
method approved in accordance with the procedures specified in
paragraph (t) of this AD.
(t) 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 paragraph (u)(1) of this AD.
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(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 for AD 2012-15-13, Amendment 39-
17142 (77 FR 47267, August 8, 2012), are approved as AMOCs for the
corresponding provisions of this AD.
(u) Related Information
(1) 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, WA 98057-3356;
phone: 425-917-6432; fax: 425-917-6590; email:
bill.ashforth@faa.gov.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
3855 Lakewood Boulevard, MC D800-0019, Long Beach, CA 90846-0001;
telephone 206-544-5000, extension 2; fax 206-766-5683; Internet
https://www.myboeingfleet.com. You may view this 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.
Issued in Renton, Washington, on July 16, 2015.
Suzanne Masterson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-18152 Filed 7-23-15; 8:45 am]
BILLING CODE 4910-13-P
