Airworthiness Directives; The Boeing Company Airplanes, 47267-47273 [2012-18627]
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47267
Rules and Regulations
Federal Register
Vol. 77, No. 153
Wednesday, August 8, 2012
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
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REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0607; Directorate
Identifier 2009–NM–024–AD; Amendment
39–17142; AD 2012–15–13]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding an
existing airworthiness directive (AD) for
all Model 747–100B SUD, 747–300,
747–400, and 747–400D series
airplanes; and Model 747–200B series
airplanes having a stretched upper deck.
The existing AD currently requires
repetitively inspecting for cracking or
discrepancies of the fasteners in the
tension ties, shear webs, and frames at
body stations 1120 through 1220; and
related investigative and corrective
actions if necessary. That AD requires
modifying the frame-to-tension-tie joints
at body stations 1120 through 1220
(including related investigative actions
and corrective actions if necessary),
which provides a terminating action for
the repetitive inspections. That AD also
requires new repetitive inspections after
the modification, corrective actions if
necessary, and additional modification
requirements at a specified time after
the first modification. That AD also
removed certain airplanes from the
applicability. That 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 revises the existing AD
by adding repetitive open hole high
frequency eddy current (HFEC)
inspections for cracking in the forward
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SUMMARY:
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and aft tension tie channels, and repair
if necessary. For certain airplanes, this
AD 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. This AD also, for the Stage 2
inspections, reduces the initial
compliance times for those inspections.
We are issuing this AD to detect and
correct cracking of the tension ties,
shear webs, and frames of the upper
deck, which could result in rapid
decompression and reduced structural
integrity of the airplane.
DATES: This AD is effective September
12, 2012.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of September 12, 2012.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of November 28, 2007 (72 FR
65655, November 23, 2007).
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P. O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1; fax 206–766–5680; 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, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
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
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New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton,
Washington 98057–3356; telephone
(425) 917–6428; fax (425) 917–6590;
email: nathan.p.weigand@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a supplemental notice of
proposed rulemaking (SNPRM) to
amend 14 CFR part 39 to supersede AD
2007–23–18, Amendment 39–15266 (72
FR 65655, November 23, 2007). The
SNPRM published in the Federal
Register on February 2, 2012 (77 FR
5195). The SNPRM applied to all Boeing
Model 747–100B SUD, 747–300, 747–
400, and 747–400D series airplanes; and
Model 747–200B series airplanes having
a stretched upper deck. The original
NPRM (74 FR 33377, July 13, 2009)
proposed to supersede an existing AD
that currently requires repetitively
inspecting for cracking or discrepancies
of the fasteners in the tension ties, shear
webs, and frames at body stations 1120
through 1220; and related investigative
and corrective actions if necessary. The
original NPRM proposed to require
modifying the frame-to-tension-tie joints
at body stations (STA) 1120 through
1220 (including related investigative
actions and corrective actions if
necessary), which would provide a
terminating action for the repetitive
inspections. The original NPRM also
proposed to require new repetitive
inspections after the modification,
corrective actions if necessary, and
additional modification requirements at
a specified time after the first
modification. The original NPRM also
proposed to remove certain airplanes
from the applicability. The SNPRM
proposed to add 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, the
SNPRM also proposed to require a onetime angle inspection to determine if the
angle is installed correctly, and reinstallation 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
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necessary. The SNPRM also, for the
Stage 2 inspections, proposed to reduce
the initial compliance times for those
inspections.
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Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the SNPRM (77 FR 5195,
February 2, 2012) and the FAA’s
response to each comment.
Requests To Include Related
Rulemaking
Boeing asked that we include AD
2007–16–19, Amendment 39–15158 (72
FR 45151, August 13, 2007), in the
SNPRM (77 FR 5195, February 2, 2012)
as related rulemaking. Boeing stated that
AD 2007–23–18, Amendment 39–15266
(72 FR 65655, November 23, 2007), is
identified as being superseded by the
actions proposed in the SNRPM, as
specified in paragraph (b) of the SNPRM
(titled ‘‘Affected ADs’’). Boeing noted
that AD 2007–16–19 is also affected by
those actions. Boeing added that AD
2007–16–19 has inspection
requirements at the affected tension tie
locations, and doing the modification in
paragraph (m) of the SNPRM also ends
the inspections required by AD 2007–
16–19 for the modified locations. Boeing
asked that we change paragraph (b) of
the SNPRM to specify that the AD may
modify the compliance requirements in
AD 2007–16–19.
Boeing also asked that we change
paragraph (m) of the SNPRM (77 FR
5195, February 2, 2012) because the
modification identified in Boeing
Service Bulletin 747–53A2559, Revision
1, dated August 4, 2011, eliminates the
need for the inspection requirements in
paragraphs (g), (j), (p), and (q) of AD
2007–16–19, Amendment 39–15158 (72
FR 45151, August 13, 2007). Boeing
stated that the corresponding
requirements, for body stations 1120
through 1220 only, terminate the
inspections required by AD 2007–16–
19, and all requirements for body
stations 880 through 1100 still apply.
We acknowledge the commenter’s
requests and agree that AD 2007–16–19,
Amendment 39–15158 (72 FR 45151,
August 13, 2007), is affected by certain
actions in the SNPRM (77 FR 5195,
February 2, 2012). However, when
Boeing Service Bulletin 747–53A2559,
Revision 1, dated August 4, 2011, was
issued it contained an alternative
method of compliance (AMOC)
approval for certain actions in AD 2007–
16–19 for the tension tie locations that
were modified using Boeing Service
Bulletin 747–53A2559, Revision 1,
dated August 4, 2011. AD 2007–16–19
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also mandated inspections for tension
ties between body stations 880 and
1100, which are not included in Boeing
Service Bulletin 747–53A2559, Revision
1, dated August 4, 2011. We do not
agree to include AD 2007–16–19 in the
affected ADs section identified in
paragraph (b) of this AD because
paragraph (b) of this AD identifies ADs
that are superseded, and we are not
superseding that AD. In addition, we
have not changed paragraph (m) of the
SNPRM—(paragraph (p) of this AD)
because the inspections of tension ties
between body stations 880 and 1100
required by AD 2007–16–19 are not
related to this AD. We have made no
change to the AD in this regard.
Requests To Change or Add AMOC
Language
Boeing asked that we change
paragraph (n) of the SNPRM (77 FR
5195, February 2, 2012) to add a
provision for airplanes that were
modified per Boeing Drawing
144U0061, including any deviations
during the modification and postmodification inspections that were
previously approved as an AMOC to AD
2007–23–18, Amendment 39–15266 (72
FR 65655, November 23, 2007). The
provision should specify that those
actions are acceptable for compliance
with the corresponding actions in the
SNPRM.
We acknowledge and agree with the
commenter’s request. We have added a
new paragraph (r)(5) to this AD to allow
AMOCs approved previously in
accordance with AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007), as a terminating
action, to be approved as AMOCs for the
requirements of paragraph (p) of this
AD.
Boeing also asked that we change
paragraph (s)(3) of the SNPRM (77 FR
5195, February 2, 2012) to provide
direction for obtaining an AMOC for any
deviations that occur when doing the
modification specified in Boeing Service
Bulletin 747–53A2559, Revision 1,
dated August 4, 2011.
We acknowledge the commenter’s
request; however, the reference to the
Boeing Commercial Airplanes
Organization Designation Authorization
(ODA) specified in paragraph (s)(3) of
this AD is our standard language. After
the AD is published, we may empower
certain authorized representatives of the
Boeing ODA to approve AMOCs to
deviations during the modification. We
have made no change to the AD in this
regard.
Boeing asked that we change
paragraph (s)(4) of the SNPRM (77 FR
5195, February 2, 2012) to also refer to
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paragraph (j) of the AD, in addition to
the paragraphs identified as
corresponding requirements for AMOCs
previously approved in accordance with
AD 2007–23–18, Amendment 39–15266
(72 FR 65655, November 23, 2007).
Boeing stated that paragraph (j) also
contains inspection requirements, and
previously accomplished repairs can be
considered AMOCs for this paragraph.
We agree with the commenter’s
request for the reason provided. We
have added a reference to paragraph (j)
of the AD to the AMOC language
specified in paragraph (r)(4) of this AD.
Request To Include Credit for
Supplemental Structural Inspection
Document (SSID) Inspections Done per
Boeing Alert Service Bulletin 747–
53A2507
Boeing asked that we change
paragraph (b) of the SNPRM (77 FR
5195, February 2, 2012) to include
credit for related SSID inspections.
Boeing stated that AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007), included language
specifying that inspections done per
Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14,
2010, meet the requirements of the SSID
inspections in structurally significant
item (SSI) F–19A.
We agree that the subject SSID
inspections are related to this AD. When
Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14,
2010; and Boeing Service Bulletin 747–
53A2559, Revision 1, dated August 4,
2011; were issued, they contained
AMOCs to those SSID inspections.
Therefore, those inspections do meet the
requirements of the SSID inspections in
structurally significant item (SSI) F–
19A, except as defined in those AMOCs.
However, we do not agree to revise
paragraph (b) of this AD as that
paragraph only identifies ADs that are
superseded. We have made no change to
the AD in this regard.
Request To Change Reporting
Requirement
Boeing asked that we change the
reporting requirement in paragraph (l) of
the SNPRM (77 FR 5195, February 2,
2012). Boeing stated that the
supplemental structural inspections
(SSIs) in the SSID are replaced by Stage
1, Stage 2, and post-modification
inspections in the SSID. Boeing added
that reporting findings from these three
inspections is necessary to maintain the
fleet monitoring aspects of the SSI
program. Boeing asked that paragraph (l)
of the SNPRM be changed to add all
three inspections to the reporting
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requirements in lieu of just the Stage 1
inspection currently identified.
We acknowledge the commenter’s
request and agree that reporting is
necessary for maintaining the fleet
monitoring aspect of the SSI program.
However, maintaining the fleet
monitoring of the SSI program is not
what the requirements in this AD were
meant to do. We have evaluated the
need for continued reporting, as
required by paragraph (l) of this AD, and
have determined that it is no longer
necessary. Therefore, we have removed
paragraph (l) from this AD and
reidentified subsequent paragraphs
accordingly.
Requests To Change Certain
Compliance Times
British Airways asked that we change
the compliance time in paragraphs (p)
and (q) of the SNPRM (77 FR 5195,
February 2, 2012) to match the
compliance time for the Stage 2
inspections. British Airways stated that
this would reduce further disruption to
the operator’s heavy maintenance
program.
UPS asked that the compliance time
specified in paragraph (m)(1) of the
SNPRM (77 FR 5195, February 2, 2012)
be changed for the Boeing Special
Freighter (BSF) and the Boeing
Converted Freighter (BCF). UPS stated
that since the modifications to the BSF
and BCF configurations were done after
original production, the compliance
times in that paragraph are not
appropriate for the replaced structure.
UPS added that the remaining locations
(stations 1140, 1180, and 1220) are not
adjacent to each other. UPS believes that
the risk of widespread fatigue damage
has been greatly reduced at those
locations. UPS stated that for airplanes
that have been modified to the BSF or
BCF configuration, the compliance time
threshold should take into account the
replaced structure.
We do not agree with the commenters’
requests. In developing an appropriate
compliance time for this action, we
considered the urgency associated with
the subject unsafe condition and the
practical aspect of accomplishing the
required actions within a period of time
that corresponds to the normal
scheduled maintenance for most
affected operators. Further, we
considered and agree with the
compliance time recommended by the
manufacturer in Boeing Alert Service
Bulletin 747–53A2507, Revision 1,
dated January 14, 2010. In addition,
UPS provided no technical justification
for changing the compliance time for the
BSF and BCF airplanes. However, under
the provisions of paragraph (r) of this
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AD, we will consider requests for
approval of changing the compliance
time if sufficient data are submitted to
substantiate that the new compliance
time would provide an acceptable level
of safety. We have not changed the AD
in this regard.
British Airways also asked that the
modification threshold be increased
from 17,000 total flight cycles to 20,000
total flight cycles. British Airways stated
that an increased threshold would align
with the Model 747–400 design service
goal and the SSID inspection threshold
of 20,000 total flight cycles.
We do not agree with the commenter’s
request. This request was already
addressed in the comments section of
the SNPRM (77 FR 5195, February 2,
2012) under ‘‘Request to Extend the
Modification Compliance Time.’’ As
stated in the SNPRM:
Since the issuance of Boeing Alert Service
Bulletin 747–53A2507, dated April 21, 2005,
further cracking in the fleet has occurred
resulting in thresholds being further reduced
in Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14, 2010.
The modification threshold and new
inspection threshold are appropriate given
the quantity and nature of cracks found on
Model 747 airplanes, which are based on
extensive analysis. Due in part to the
reporting requirement of AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007) the manufacturer
received a significant number of inspection
findings. The findings include numerous
cases of single or dual tension tie failure and
one airplane with three adjacent severed
tension ties. Because the findings constituted
multiple site damage, a damage tolerance
analysis alone was no longer appropriate.
Rather, a widespread fatigue damage analysis
had to be employed to properly analyze the
risk of cracked and severed tension ties, and
to set inspection and modification thresholds
appropriately. The manufacturer performed
widespread fatigue analysis and the FAA
accepted its findings.
The analysis, combined with the empirical
data, supported an inspection threshold of
10,000 total flight cycles, as reflected in
Revision 1 of the Stage 2 inspection, and a
modification threshold of 17,000 total flight
cycles.
Therefore, based upon crack reports
received, material analysis completed, and
widespread fatigue damage analysis
performed, the inspection and modification
thresholds contained in this AD are
appropriate.
We have made no change to the AD
in this regard.
Request To Terminate Certain
Inspections
UPS asked that the inspections
required by paragraphs (o) and (q) of the
SNPRM (77 FR 5195, February 2, 2012)
be terminated after the modification
required by paragraph (m) of the
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47269
SNPRM is accomplished. UPS stated
that the structure replaced by the
modification, which is the structure that
would have been inspected, has been
removed.
We agree with the commenter’s
request; if the structure has been
removed the inspection is not possible.
Therefore, we have changed paragraph
(m) of the SNPRM (77 FR 5195,
February 2, 2012) (paragraph (p) of this
AD) to include a reference to paragraphs
(o) and (q) of the SNPRM—(paragraphs
(l) and (n) of this AD) in the terminating
action language for the inspections. We
have also included terminating action
language in those paragraphs.
Request for an Optional Modification
British Airways asked that it be
allowed to continue the Stage 1 and
Stage 2 inspections with an option of
doing the modification as terminating
action for the inspections. British
Airways added that the Stage 2
inspections provide an adequate level of
safety, as the discrepant structure is
repaired to a similar compliance
standard as the original structure.
British Airways noted that the
substantial number of work-hours
necessary to do the modification would
be a significant financial burden.
This request was already addressed in
the comments section of the SNPRM (77
FR 5195, February 2, 2012) under
‘‘Request for an Optional Modification.’’
As stated in the SNPRM, we do not
agree with the request to make the
required modification optional. The
crack finding data and analysis
performed support the inspection and
modification actions in the SNPRM.
Therefore, we have not changed the AD
in this regard.
Request To Use Substitute Fasteners
UPS asked that paragraphs (g) and (j)
of the SNPRM (77 FR 5195, February 2,
2012) be changed to specify that it is
structurally acceptable to use substitute
fasteners per Chapter 51, Sections 51–
40–03 and 51–40–05, of the Model 747–
400SF Structural Repair Manual (SRM).
UPS stated that Boeing Alert Service
Bulletin 747–53A2507, Revision 1,
dated January 14, 2010, includes a
General Note which specifies that it is
acceptable to use the Model 747–400
SRM for repairs on airplanes modified
to BCF configuration, until such time as
the SRM is updated with tension tie and
frame repairs. UPS noted that Boeing
Alert Service Bulletin 747–53A2507,
Revision 1, dated January 14, 2010, does
not have any appropriate references for
Model 747–400SF airplanes regarding
fastener substitution, open-hole sizes,
and installation.
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We do not agree with the request.
Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14,
2010, identifies procedures for fastener
substitution in paragraph 3.A., Notes 4,
5, and 9 of the Accomplishment
Instructions. Therefore, we have made
no change to the AD in this regard.
Requests To Clarify/Correct Paragraph
Identifiers Within Certain Paragraphs
in the SNPRM (77 FR 5195, February 2,
2012)
Boeing asked that we provide
clarification in paragraph (g) of the
SNPRM (77 FR 5195, February 2, 2012)
that the reference to paragraph (l) of this
AD as the terminating action paragraph
should instead be paragraph (m) of this
AD. Boeing added that paragraph (m)
mandates the modification in Boeing
Service Bulletin 747–53A2559, Revision
1, dated August 4, 2011, which
terminates the repetitive inspections
required by paragraph (g) of the SNPRM.
We agree with the commenter.
Paragraph (g) of the SNPRM (77 FR
5195, February 2, 2012) specifies that
doing the modification required by
paragraph (l) of the AD terminates the
repetitive inspections; however, that is
in error. The modification is specified in
paragraph (m) of the SNPRM—
(paragraph (p) of this AD). We have
changed the paragraph reference in
paragraph (g) of this AD accordingly.
Boeing and UPS asked that we correct
the error in paragraph (i)(1) of the
SNPRM (77 FR 5195, February 2, 2012)
which refers to doing the next
inspection in accordance with
paragraph (j) of this AD, but should
instead refer to paragraph (h) of this AD.
We partially agree with the
commenters. Paragraph (i)(1) of the
SNPRM (77 FR 5195, February 2, 2012)
specifies doing the next inspection after
the initial Stage 1 inspection done in
accordance with paragraph (j) of this
AD; however, that is in error because
the initial Stage 1 inspection is in
paragraph (g) of this AD (paragraph (h)
only contains the compliance times for
the initial inspection). We have changed
the reference in paragraph (i)(1) of this
AD accordingly.
Boeing and UPS asked that we correct
the error in paragraph (j) of the SNPRM
(77 FR 5195, February 2, 2012), which
refers to paragraph (j) of this AD as the
exception paragraph; however, the
correct reference is paragraph (k) of this
AD.
We agree with the commenters.
Paragraph (k) of this AD contains the
exception to corrective action
instructions. We have corrected the
reference in paragraph (j) of this AD
accordingly.
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Boeing and UPS asked that we correct
the error in paragraph (k) of the SNPRM
(77 FR 5195, February 2, 2012), which
refers to discrepancies found during any
inspection required by paragraph (g),
(h), or (i) of the AD. Boeing asked that
the reference to paragraph (j) of this AD
be added to paragraph (k) of this AD.
UPS asked that the reference to
paragraphs (j), (o), (p), and (q) of this AD
be added to the paragraphs referenced
in paragraph (k) of this AD.
We partially agree with the
commenters. We agree that paragraph (j)
of this AD should be included in the
corrective action paragraphs referred to
in paragraph (k) of this AD because it is
included in the existing requirements.
We have changed paragraph (k) of this
AD accordingly. However, paragraphs
(o), (p), and (q) of the SNPRM (77 FR
5195, February 2, 2012)—(paragraphs
(l), (m), and (n) of this AD) are part of
the new requirements, and the
corrective actions are contained within
those paragraphs.
Request To Clarify Undefined
Requirement
UPS stated that the actions specified
in paragraph (m) of the SNPRM (77 FR
5195, February 2, 2012) also require an
additional modification, which is
currently undefined in Boeing Service
Bulletin 747 53A2559, Revision 1, dated
August 4, 2011. UPS understands that,
at this time, Boeing does not believe this
additional modification will cause an
undue burden. UPS noted that Boeing
should include such a requirement in
that service information, given the age
of the affected fleet and available
resources, as opposed to adjusting the
limit of validity of the 747 fleet. UPS
added that based on its fleet age and
current utilization, it does not believe it
will be affected; however, UPS is
concerned with the precedent of
mandating undefined requirements.
We infer that UPS wants clarification
of the subject undefined requirement.
Boeing has elected not to design the
additional modification since Boeing
foresees few, if any, operators that
would require this modification. For
this reason, Boeing Service Bulletin 747
53A2559, Revision 1, dated August 4,
2011, specifies that operators contact
Boeing for instructions. We have
addressed this issue by requiring AMOC
approval when operators are instructed
to contact Boeing for instructions. We
have made no change to the AD in this
regard.
Request To Change Cost Information
UPS asked that the Costs of
Compliance section in the SNPRM (77
FR 5195, February 2, 2012) be changed.
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UPS stated that the costs specified do
not accurately reflect the actual costs.
UPS added that, based on its review of
the modification instructions and the
experiences of other operators that have
performed similar modifications, the
actual modification work, not including
incidental costs, may take at least 1,000
work-hours to accomplish. UPS stated
that this is a substantial increase, and
the cost section should be updated in
the analysis of this rulemaking.
We do not agree with the commenter’s
request. This request was already
addressed in the comments section of
the SNPRM (77 FR 5195, February 2,
2012) under ‘‘Request to Change Cost
Information.’’ As stated in the SNPRM:
The cost information in this supplemental
NPRM describes only the direct costs of the
specific required actions. Based on the best
data available, the manufacturer provided the
number of work hours necessary to do the
required actions. This number represents the
time necessary to perform only the actions
actually required by this supplemental
NPRM. We recognize that, in doing the
actions required by an AD, operators might
incur incidental costs in addition to the
direct costs. But the cost analysis in AD
rulemaking actions typically does not
include incidental costs such as the time
necessary for planning, airplane down time,
or time necessitated by other administrative
actions. Those incidental costs, which might
vary significantly among operators, are
almost impossible to calculate.
We have not changed the AD in this
regard.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously—
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the SNPRM (77 FR
5195, February 2, 2012) for correcting
the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the SNPRM (77 FR 5195,
February 2, 2012)
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of the AD.
Costs of Compliance
We estimate that this AD affects 67
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
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Federal Register / Vol. 77, No. 153 / Wednesday, August 8, 2012 / Rules and Regulations
47271
ESTIMATED COSTS
Parts cost
Cost per product
Cost on U.S. operators
19 work-hours × $85
per hour = $1,615
$0 ...............................
$1,615 per inspection
cycle.
$108,205 per inspection cycle.
83 work-hours × $85
per hour = $7,055
$0 ...............................
$7,055 per inspection
cycle.
$472,685 per inspection cycle.
Between 257 and 263
work-hours, = between $21,845 and
$22,355
6 work-hours × $85
per hour = $510
Between $341,334
and $345,490.
Between $363,179
and $367,845.
1 Between
$0 ...............................
$510 [per inspection
cycle].
$34,170 [per inspection cycle].
Action
Labor cost
Stage 1 inspections (required by AD 2007–
23–18, Amendment 39–15266 (72 FR
65655, November 23, 2007)).
Stage 2 inspections (required by AD 2007–
23–18, Amendment 39–15266 (72 FR
65655, November 23, 2007)).
Modification (new action) ...............................
Post-modification inspections (new action) ....
1 Depending
on airplane configuration.
Authority for This Rulemaking
List of Subjects in 14 CFR Part 39
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.
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
wreier-aviles on DSK5TPTVN1PROD with RULES
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.
VerDate Mar<15>2010
$24,332,993 and
$24,645,615.
13:48 Aug 07, 2012
Jkt 226001
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
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)
2007–23–18, Amendment 39–15266 (72
FR 65655, November 23, 2007), and
adding the following new AD:
■
2012–15–13 The Boeing Company:
Amendment 39–17142; Docket No.
FAA–2009–0607; Directorate Identifier
2009–NM–024–AD.
(a) Effective Date
This airworthiness directive (AD) is
effective September 12, 2012.
(b) Affected ADs
This AD supersedes AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007).
(c) Applicability
This AD applies to all 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.
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
(e) Unsafe Condition
This AD results from reports of cracked
and severed tension ties, broken fasteners,
and cracks in the frame, shear web, and shear
ties adjacent to tension ties for the upper
deck. We are issuing this AD to detect and
correct cracking of the tension ties, shear
webs, and frames of the upper deck, which
could result in rapid decompression and
reduced structural integrity of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Repetitive Stage 1 Inspections
With Reduced Repetitive Interval
This paragraph restates the requirements of
paragraph (f) of AD 2007–23–18, Amendment
39–15266 (72 FR 65655, November 23, 2007).
For all airplanes: Do detailed inspections for
cracking or discrepancies of the fasteners in
the tension ties, shear webs, and frames at
body stations 1120 through 1220, and related
investigative and corrective actions as
applicable, by doing all actions specified in
and in accordance with ‘‘Stage 1 Inspection’’
of the Accomplishment Instructions of
Boeing Alert Service Bulletin 747–53A2507,
dated April 21, 2005, except as provided by
paragraph (k) of this AD; or Boeing Alert
Service Bulletin 747–53A2507, Revision 1,
dated January 14, 2010. As of the effective
date of this AD only Boeing Alert Service
Bulletin 747–53A2507, Revision 1, dated
January 14, 2010, may be used. 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 (q) 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
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Federal Register / Vol. 77, No. 153 / Wednesday, August 8, 2012 / Rules and Regulations
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 eliminates the need to do the
Stage 1 inspections.
wreier-aviles on DSK5TPTVN1PROD with RULES
(h) Retained Compliance Time for Initial
Stage 1 Inspection
This paragraph restates the requirements of
paragraph (g) of AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007). Do the initial Stage 1
inspection at the earlier of the times specified
in paragraphs (h)(1) and (h)(2) of this AD.
(1) At the earlier of the times specified in
paragraphs (h)(1)(i) and (h)(1)(ii) of this AD.
(i) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2507, dated
April 21, 2005.
(ii) Before the accumulation of 10,000 total
flight cycles, or within 250 flight cycles after
November 28, 2007 (the effective date of AD
2007–23–18, Amendment 39–15266 (72 FR
65655, November 23, 2007), whichever
occurs later.
(2) At the later of the times specified in
paragraphs (h)(2)(i) and (h)(2)(ii) of this AD.
(i) Before the accumulation of 12,000 total
flight cycles.
(ii) Within 50 flight cycles or 20 days,
whichever occurs first, after November 28,
2007 (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
This paragraph restates the requirements of
paragraph (h) of AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007). 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.
VerDate Mar<15>2010
13:48 Aug 07, 2012
Jkt 226001
(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 Reduced Initial Compliance Time
This paragraph restates the requirements of
paragraph (i) of AD 2007–23–18, Amendment
39–15266 (72 FR 65655, November 23, 2007).
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.
As of the effective date of this AD 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 (q) of this AD
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 the effective date of this AD, whichever
occurs later.
(k) Retained Exception to Corrective Action
Instructions
This paragraph restates the requirements of
paragraph (j) of AD 2007–23–18, Amendment
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
39–15266 (72 FR 65655, November 23, 2007).
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 (r) of this AD.
(l) New Stage 2 Inspection: Additional Work
at STA 1140
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) New One-time Inspection for Mis-located
Angles
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) New One-time Inspection for Cracks in
Frames at Previous Tension Tie Locations
For Group 1, Configuration 2, airplanes;
and Group 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
(STA 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
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Federal Register / Vol. 77, No. 153 / Wednesday, August 8, 2012 / Rules and Regulations
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 onetime inspection requirements in this
paragraph.
(o) New Exception to Boeing Alert Service
Bulletin 747–53A2507, Revision 1, Dated
January 14, 2010
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 the effective date of
this AD.
(p) New Modification
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 body stations
(STA) 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.
Modifying the frame-to-tension-tie joints at
body stations 1120 through 1220 terminates
the repetitive inspection requirements of
paragraphs (g) and (j) of this AD, the
inspection requirements of paragraph (l) of
this AD, and the one-time inspection
requirements of paragraph (n) of this AD.
(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 the effective date of
this AD.
(2) Where Boeing Service Bulletin 747–
53A2559, Revision 1, dated August 4, 2011,
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 (r) of this
AD.
wreier-aviles on DSK5TPTVN1PROD with RULES
(q) New Credit for Previous Actions
This paragraph provides credit for the
corresponding actions required by this AD, if
those actions were done before the effective
date of this AD using Boeing Alert Service
Bulletin 747–53A2559, dated January 8,
2009.
(r) 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
VerDate Mar<15>2010
13:48 Aug 07, 2012
Jkt 226001
47273
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: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by 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 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007), are approved as AMOCs
for the corresponding requirements of
paragraphs (g), (h), (i), and (j) of this AD.
(5) AMOCs approved previously in
accordance with AD 2007–23–18,
Amendment 39–15266 (72 FR 65655,
November 23, 2007), as a terminating action,
are approved as AMOCs for the requirements
of paragraph (p) of this AD.
(3) The following service information was
approved for IBR on November 28, 2007 (72
FR 65655, November 23, 2007):
(i) Boeing Alert Service Bulletin 747–
53A2507, dated April 21, 2005.
(ii) Reserved.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207; telephone
206–544–5000, extension 1; fax 206–766–
5680; Internet https://
www.myboeingfleet.com.
(3) You may review copies of the
referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, Washington. For
information on the availability of this
material at the FAA, call 425–227–1221.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr_locations.html.
(s) Related Information
(1) For more information about this AD,
contact Nathan Weigand, Aerospace
Engineer, Airframe Branch, ANM–120S,
FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, Washington
98057–3356; phone: (425) 917–6428; fax:
(425) 917–6590; email:
nathan.p.weigand@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, Washington 98124–2207; telephone
206–544–5000, extension 1; fax 206–766–
5680; Internet https://
www.myboeingfleet.com.
(3) You may review copies of the
referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, Washington. For
information on the availability of this
material at the FAA, call 425–227–1221.
Federal Aviation Administration
(t) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the following service information
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use the following service
information to do the actions required by this
AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin 747–
53A2507, Revision 1, dated January 14, 2010.
(ii) Boeing Service Bulletin 747–53A2559,
Revision 1, dated August 4, 2011.
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
Issued in Renton, Washington, on July 23,
2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2012–18627 Filed 8–7–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. FAA–2012–0264; Directorate
Identifier 2011–NM–179–AD; Amendment
39–17147; AD 2012–15–17]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Airbus Model A300 B4–603, B4–605R,
and B4–622R airplanes; Model A300
C4–605R Variant F airplanes; and Model
A300 F4–600R series airplanes. This AD
was prompted by a report that chafing
was detected between the autopilot
electrical wiring conduit and the wing
bottom skin. This AD requires
modifying the wiring installation on the
right-hand wing. We are issuing this AD
to prevent sparking due to electrical
chafing when flammable vapors are
present in the area, which could cause
an uncontrolled fire.
SUMMARY:
E:\FR\FM\08AUR1.SGM
08AUR1
]]>Agencies
[Federal Register Volume 77, Number 153 (Wednesday, August 8, 2012)]
[Rules and Regulations]
[Pages 47267-47273]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-18627]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 77, No. 153 / Wednesday, August 8, 2012 /
Rules and Regulations
[[Page 47267]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0607; Directorate Identifier 2009-NM-024-AD;
Amendment 39-17142; AD 2012-15-13]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding an existing airworthiness directive (AD)
for all Model 747-100B SUD, 747-300, 747-400, and 747-400D series
airplanes; and Model 747-200B series airplanes having a stretched upper
deck. The existing AD currently requires repetitively inspecting for
cracking or discrepancies of the fasteners in the tension ties, shear
webs, and frames at body stations 1120 through 1220; and related
investigative and corrective actions if necessary. That AD requires
modifying the frame-to-tension-tie joints at body stations 1120 through
1220 (including related investigative actions and corrective actions if
necessary), which provides a terminating action for the repetitive
inspections. That AD also requires new repetitive inspections after the
modification, corrective actions if necessary, and additional
modification requirements at a specified time after the first
modification. That AD also removed certain airplanes from the
applicability. That 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 revises
the existing AD by adding 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, this AD
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. This AD also, for the Stage 2 inspections,
reduces the initial compliance times for those inspections. We are
issuing this AD to detect and correct cracking of the tension ties,
shear webs, and frames of the upper deck, which could result in rapid
decompression and reduced structural integrity of the airplane.
DATES: This AD is effective September 12, 2012.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of September 12,
2012.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of
November 28, 2007 (72 FR 65655, November 23, 2007).
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management, P.
O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; 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, Washington. For information on the availability of
this material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at https://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: Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425)
917-6428; fax (425) 917-6590; email: nathan.p.weigand@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a supplemental notice of proposed rulemaking (SNPRM) to
amend 14 CFR part 39 to supersede AD 2007-23-18, Amendment 39-15266 (72
FR 65655, November 23, 2007). The SNPRM published in the Federal
Register on February 2, 2012 (77 FR 5195). The SNPRM applied to all
Boeing Model 747-100B SUD, 747-300, 747-400, and 747-400D series
airplanes; and Model 747-200B series airplanes having a stretched upper
deck. The original NPRM (74 FR 33377, July 13, 2009) proposed to
supersede an existing AD that currently requires repetitively
inspecting for cracking or discrepancies of the fasteners in the
tension ties, shear webs, and frames at body stations 1120 through
1220; and related investigative and corrective actions if necessary.
The original NPRM proposed to require modifying the frame-to-tension-
tie joints at body stations (STA) 1120 through 1220 (including related
investigative actions and corrective actions if necessary), which would
provide a terminating action for the repetitive inspections. The
original NPRM also proposed to require new repetitive inspections after
the modification, corrective actions if necessary, and additional
modification requirements at a specified time after the first
modification. The original NPRM also proposed to remove certain
airplanes from the applicability. The SNPRM proposed to add 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, the SNPRM also proposed to require 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
[[Page 47268]]
necessary. The SNPRM also, for the Stage 2 inspections, proposed to
reduce the initial compliance times for those inspections.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the SNPRM (77
FR 5195, February 2, 2012) and the FAA's response to each comment.
Requests To Include Related Rulemaking
Boeing asked that we include AD 2007-16-19, Amendment 39-15158 (72
FR 45151, August 13, 2007), in the SNPRM (77 FR 5195, February 2, 2012)
as related rulemaking. Boeing stated that AD 2007-23-18, Amendment 39-
15266 (72 FR 65655, November 23, 2007), is identified as being
superseded by the actions proposed in the SNRPM, as specified in
paragraph (b) of the SNPRM (titled ``Affected ADs''). Boeing noted that
AD 2007-16-19 is also affected by those actions. Boeing added that AD
2007-16-19 has inspection requirements at the affected tension tie
locations, and doing the modification in paragraph (m) of the SNPRM
also ends the inspections required by AD 2007-16-19 for the modified
locations. Boeing asked that we change paragraph (b) of the SNPRM to
specify that the AD may modify the compliance requirements in AD 2007-
16-19.
Boeing also asked that we change paragraph (m) of the SNPRM (77 FR
5195, February 2, 2012) because the modification identified in Boeing
Service Bulletin 747-53A2559, Revision 1, dated August 4, 2011,
eliminates the need for the inspection requirements in paragraphs (g),
(j), (p), and (q) of AD 2007-16-19, Amendment 39-15158 (72 FR 45151,
August 13, 2007). Boeing stated that the corresponding requirements,
for body stations 1120 through 1220 only, terminate the inspections
required by AD 2007-16-19, and all requirements for body stations 880
through 1100 still apply.
We acknowledge the commenter's requests and agree that AD 2007-16-
19, Amendment 39-15158 (72 FR 45151, August 13, 2007), is affected by
certain actions in the SNPRM (77 FR 5195, February 2, 2012). However,
when Boeing Service Bulletin 747-53A2559, Revision 1, dated August 4,
2011, was issued it contained an alternative method of compliance
(AMOC) approval for certain actions in AD 2007-16-19 for the tension
tie locations that were modified using Boeing Service Bulletin 747-
53A2559, Revision 1, dated August 4, 2011. AD 2007-16-19 also mandated
inspections for tension ties between body stations 880 and 1100, which
are not included in Boeing Service Bulletin 747-53A2559, Revision 1,
dated August 4, 2011. We do not agree to include AD 2007-16-19 in the
affected ADs section identified in paragraph (b) of this AD because
paragraph (b) of this AD identifies ADs that are superseded, and we are
not superseding that AD. In addition, we have not changed paragraph (m)
of the SNPRM--(paragraph (p) of this AD) because the inspections of
tension ties between body stations 880 and 1100 required by AD 2007-16-
19 are not related to this AD. We have made no change to the AD in this
regard.
Requests To Change or Add AMOC Language
Boeing asked that we change paragraph (n) of the SNPRM (77 FR 5195,
February 2, 2012) to add a provision for airplanes that were modified
per Boeing Drawing 144U0061, including any deviations during the
modification and post-modification inspections that were previously
approved as an AMOC to AD 2007-23-18, Amendment 39-15266 (72 FR 65655,
November 23, 2007). The provision should specify that those actions are
acceptable for compliance with the corresponding actions in the SNPRM.
We acknowledge and agree with the commenter's request. We have
added a new paragraph (r)(5) to this AD to allow AMOCs approved
previously in accordance with AD 2007-23-18, Amendment 39-15266 (72 FR
65655, November 23, 2007), as a terminating action, to be approved as
AMOCs for the requirements of paragraph (p) of this AD.
Boeing also asked that we change paragraph (s)(3) of the SNPRM (77
FR 5195, February 2, 2012) to provide direction for obtaining an AMOC
for any deviations that occur when doing the modification specified in
Boeing Service Bulletin 747-53A2559, Revision 1, dated August 4, 2011.
We acknowledge the commenter's request; however, the reference to
the Boeing Commercial Airplanes Organization Designation Authorization
(ODA) specified in paragraph (s)(3) of this AD is our standard
language. After the AD is published, we may empower certain authorized
representatives of the Boeing ODA to approve AMOCs to deviations during
the modification. We have made no change to the AD in this regard.
Boeing asked that we change paragraph (s)(4) of the SNPRM (77 FR
5195, February 2, 2012) to also refer to paragraph (j) of the AD, in
addition to the paragraphs identified as corresponding requirements for
AMOCs previously approved in accordance with AD 2007-23-18, Amendment
39-15266 (72 FR 65655, November 23, 2007). Boeing stated that paragraph
(j) also contains inspection requirements, and previously accomplished
repairs can be considered AMOCs for this paragraph.
We agree with the commenter's request for the reason provided. We
have added a reference to paragraph (j) of the AD to the AMOC language
specified in paragraph (r)(4) of this AD.
Request To Include Credit for Supplemental Structural Inspection
Document (SSID) Inspections Done per Boeing Alert Service Bulletin 747-
53A2507
Boeing asked that we change paragraph (b) of the SNPRM (77 FR 5195,
February 2, 2012) to include credit for related SSID inspections.
Boeing stated that AD 2007-23-18, Amendment 39-15266 (72 FR 65655,
November 23, 2007), included language specifying that inspections done
per Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated
January 14, 2010, meet the requirements of the SSID inspections in
structurally significant item (SSI) F-19A.
We agree that the subject SSID inspections are related to this AD.
When Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated
January 14, 2010; and Boeing Service Bulletin 747-53A2559, Revision 1,
dated August 4, 2011; were issued, they contained AMOCs to those SSID
inspections. Therefore, those inspections do meet the requirements of
the SSID inspections in structurally significant item (SSI) F-19A,
except as defined in those AMOCs. However, we do not agree to revise
paragraph (b) of this AD as that paragraph only identifies ADs that are
superseded. We have made no change to the AD in this regard.
Request To Change Reporting Requirement
Boeing asked that we change the reporting requirement in paragraph
(l) of the SNPRM (77 FR 5195, February 2, 2012). Boeing stated that the
supplemental structural inspections (SSIs) in the SSID are replaced by
Stage 1, Stage 2, and post-modification inspections in the SSID. Boeing
added that reporting findings from these three inspections is necessary
to maintain the fleet monitoring aspects of the SSI program. Boeing
asked that paragraph (l) of the SNPRM be changed to add all three
inspections to the reporting
[[Page 47269]]
requirements in lieu of just the Stage 1 inspection currently
identified.
We acknowledge the commenter's request and agree that reporting is
necessary for maintaining the fleet monitoring aspect of the SSI
program. However, maintaining the fleet monitoring of the SSI program
is not what the requirements in this AD were meant to do. We have
evaluated the need for continued reporting, as required by paragraph
(l) of this AD, and have determined that it is no longer necessary.
Therefore, we have removed paragraph (l) from this AD and reidentified
subsequent paragraphs accordingly.
Requests To Change Certain Compliance Times
British Airways asked that we change the compliance time in
paragraphs (p) and (q) of the SNPRM (77 FR 5195, February 2, 2012) to
match the compliance time for the Stage 2 inspections. British Airways
stated that this would reduce further disruption to the operator's
heavy maintenance program.
UPS asked that the compliance time specified in paragraph (m)(1) of
the SNPRM (77 FR 5195, February 2, 2012) be changed for the Boeing
Special Freighter (BSF) and the Boeing Converted Freighter (BCF). UPS
stated that since the modifications to the BSF and BCF configurations
were done after original production, the compliance times in that
paragraph are not appropriate for the replaced structure. UPS added
that the remaining locations (stations 1140, 1180, and 1220) are not
adjacent to each other. UPS believes that the risk of widespread
fatigue damage has been greatly reduced at those locations. UPS stated
that for airplanes that have been modified to the BSF or BCF
configuration, the compliance time threshold should take into account
the replaced structure.
We do not agree with the commenters' requests. In developing an
appropriate compliance time for this action, we considered the urgency
associated with the subject unsafe condition and the practical aspect
of accomplishing the required actions within a period of time that
corresponds to the normal scheduled maintenance for most affected
operators. Further, we considered and agree with the compliance time
recommended by the manufacturer in Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010. In addition, UPS provided
no technical justification for changing the compliance time for the BSF
and BCF airplanes. However, under the provisions of paragraph (r) of
this AD, we will consider requests for approval of changing the
compliance time if sufficient data are submitted to substantiate that
the new compliance time would provide an acceptable level of safety. We
have not changed the AD in this regard.
British Airways also asked that the modification threshold be
increased from 17,000 total flight cycles to 20,000 total flight
cycles. British Airways stated that an increased threshold would align
with the Model 747-400 design service goal and the SSID inspection
threshold of 20,000 total flight cycles.
We do not agree with the commenter's request. This request was
already addressed in the comments section of the SNPRM (77 FR 5195,
February 2, 2012) under ``Request to Extend the Modification Compliance
Time.'' As stated in the SNPRM:
Since the issuance of Boeing Alert Service Bulletin 747-53A2507,
dated April 21, 2005, further cracking in the fleet has occurred
resulting in thresholds being further reduced in Boeing Alert
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010.
The modification threshold and new inspection threshold are
appropriate given the quantity and nature of cracks found on Model
747 airplanes, which are based on extensive analysis. Due in part to
the reporting requirement of AD 2007-23-18, Amendment 39-15266 (72
FR 65655, November 23, 2007) the manufacturer received a significant
number of inspection findings. The findings include numerous cases
of single or dual tension tie failure and one airplane with three
adjacent severed tension ties. Because the findings constituted
multiple site damage, a damage tolerance analysis alone was no
longer appropriate. Rather, a widespread fatigue damage analysis had
to be employed to properly analyze the risk of cracked and severed
tension ties, and to set inspection and modification thresholds
appropriately. The manufacturer performed widespread fatigue
analysis and the FAA accepted its findings.
The analysis, combined with the empirical data, supported an
inspection threshold of 10,000 total flight cycles, as reflected in
Revision 1 of the Stage 2 inspection, and a modification threshold
of 17,000 total flight cycles.
Therefore, based upon crack reports received, material analysis
completed, and widespread fatigue damage analysis performed, the
inspection and modification thresholds contained in this AD are
appropriate.
We have made no change to the AD in this regard.
Request To Terminate Certain Inspections
UPS asked that the inspections required by paragraphs (o) and (q)
of the SNPRM (77 FR 5195, February 2, 2012) be terminated after the
modification required by paragraph (m) of the SNPRM is accomplished.
UPS stated that the structure replaced by the modification, which is
the structure that would have been inspected, has been removed.
We agree with the commenter's request; if the structure has been
removed the inspection is not possible. Therefore, we have changed
paragraph (m) of the SNPRM (77 FR 5195, February 2, 2012) (paragraph
(p) of this AD) to include a reference to paragraphs (o) and (q) of the
SNPRM--(paragraphs (l) and (n) of this AD) in the terminating action
language for the inspections. We have also included terminating action
language in those paragraphs.
Request for an Optional Modification
British Airways asked that it be allowed to continue the Stage 1
and Stage 2 inspections with an option of doing the modification as
terminating action for the inspections. British Airways added that the
Stage 2 inspections provide an adequate level of safety, as the
discrepant structure is repaired to a similar compliance standard as
the original structure. British Airways noted that the substantial
number of work-hours necessary to do the modification would be a
significant financial burden.
This request was already addressed in the comments section of the
SNPRM (77 FR 5195, February 2, 2012) under ``Request for an Optional
Modification.'' As stated in the SNPRM, we do not agree with the
request to make the required modification optional. The crack finding
data and analysis performed support the inspection and modification
actions in the SNPRM. Therefore, we have not changed the AD in this
regard.
Request To Use Substitute Fasteners
UPS asked that paragraphs (g) and (j) of the SNPRM (77 FR 5195,
February 2, 2012) be changed to specify that it is structurally
acceptable to use substitute fasteners per Chapter 51, Sections 51-40-
03 and 51-40-05, of the Model 747-400SF Structural Repair Manual (SRM).
UPS stated that Boeing Alert Service Bulletin 747-53A2507, Revision 1,
dated January 14, 2010, includes a General Note which specifies that it
is acceptable to use the Model 747-400 SRM for repairs on airplanes
modified to BCF configuration, until such time as the SRM is updated
with tension tie and frame repairs. UPS noted that Boeing Alert Service
Bulletin 747-53A2507, Revision 1, dated January 14, 2010, does not have
any appropriate references for Model 747-400SF airplanes regarding
fastener substitution, open-hole sizes, and installation.
[[Page 47270]]
We do not agree with the request. Boeing Alert Service Bulletin
747-53A2507, Revision 1, dated January 14, 2010, identifies procedures
for fastener substitution in paragraph 3.A., Notes 4, 5, and 9 of the
Accomplishment Instructions. Therefore, we have made no change to the
AD in this regard.
Requests To Clarify/Correct Paragraph Identifiers Within Certain
Paragraphs in the SNPRM (77 FR 5195, February 2, 2012)
Boeing asked that we provide clarification in paragraph (g) of the
SNPRM (77 FR 5195, February 2, 2012) that the reference to paragraph
(l) of this AD as the terminating action paragraph should instead be
paragraph (m) of this AD. Boeing added that paragraph (m) mandates the
modification in Boeing Service Bulletin 747-53A2559, Revision 1, dated
August 4, 2011, which terminates the repetitive inspections required by
paragraph (g) of the SNPRM.
We agree with the commenter. Paragraph (g) of the SNPRM (77 FR
5195, February 2, 2012) specifies that doing the modification required
by paragraph (l) of the AD terminates the repetitive inspections;
however, that is in error. The modification is specified in paragraph
(m) of the SNPRM--(paragraph (p) of this AD). We have changed the
paragraph reference in paragraph (g) of this AD accordingly.
Boeing and UPS asked that we correct the error in paragraph (i)(1)
of the SNPRM (77 FR 5195, February 2, 2012) which refers to doing the
next inspection in accordance with paragraph (j) of this AD, but should
instead refer to paragraph (h) of this AD.
We partially agree with the commenters. Paragraph (i)(1) of the
SNPRM (77 FR 5195, February 2, 2012) specifies doing the next
inspection after the initial Stage 1 inspection done in accordance with
paragraph (j) of this AD; however, that is in error because the initial
Stage 1 inspection is in paragraph (g) of this AD (paragraph (h) only
contains the compliance times for the initial inspection). We have
changed the reference in paragraph (i)(1) of this AD accordingly.
Boeing and UPS asked that we correct the error in paragraph (j) of
the SNPRM (77 FR 5195, February 2, 2012), which refers to paragraph (j)
of this AD as the exception paragraph; however, the correct reference
is paragraph (k) of this AD.
We agree with the commenters. Paragraph (k) of this AD contains the
exception to corrective action instructions. We have corrected the
reference in paragraph (j) of this AD accordingly.
Boeing and UPS asked that we correct the error in paragraph (k) of
the SNPRM (77 FR 5195, February 2, 2012), which refers to discrepancies
found during any inspection required by paragraph (g), (h), or (i) of
the AD. Boeing asked that the reference to paragraph (j) of this AD be
added to paragraph (k) of this AD. UPS asked that the reference to
paragraphs (j), (o), (p), and (q) of this AD be added to the paragraphs
referenced in paragraph (k) of this AD.
We partially agree with the commenters. We agree that paragraph (j)
of this AD should be included in the corrective action paragraphs
referred to in paragraph (k) of this AD because it is included in the
existing requirements. We have changed paragraph (k) of this AD
accordingly. However, paragraphs (o), (p), and (q) of the SNPRM (77 FR
5195, February 2, 2012)--(paragraphs (l), (m), and (n) of this AD) are
part of the new requirements, and the corrective actions are contained
within those paragraphs.
Request To Clarify Undefined Requirement
UPS stated that the actions specified in paragraph (m) of the SNPRM
(77 FR 5195, February 2, 2012) also require an additional modification,
which is currently undefined in Boeing Service Bulletin 747 53A2559,
Revision 1, dated August 4, 2011. UPS understands that, at this time,
Boeing does not believe this additional modification will cause an
undue burden. UPS noted that Boeing should include such a requirement
in that service information, given the age of the affected fleet and
available resources, as opposed to adjusting the limit of validity of
the 747 fleet. UPS added that based on its fleet age and current
utilization, it does not believe it will be affected; however, UPS is
concerned with the precedent of mandating undefined requirements.
We infer that UPS wants clarification of the subject undefined
requirement. Boeing has elected not to design the additional
modification since Boeing foresees few, if any, operators that would
require this modification. For this reason, Boeing Service Bulletin 747
53A2559, Revision 1, dated August 4, 2011, specifies that operators
contact Boeing for instructions. We have addressed this issue by
requiring AMOC approval when operators are instructed to contact Boeing
for instructions. We have made no change to the AD in this regard.
Request To Change Cost Information
UPS asked that the Costs of Compliance section in the SNPRM (77 FR
5195, February 2, 2012) be changed. UPS stated that the costs specified
do not accurately reflect the actual costs. UPS added that, based on
its review of the modification instructions and the experiences of
other operators that have performed similar modifications, the actual
modification work, not including incidental costs, may take at least
1,000 work-hours to accomplish. UPS stated that this is a substantial
increase, and the cost section should be updated in the analysis of
this rulemaking.
We do not agree with the commenter's request. This request was
already addressed in the comments section of the SNPRM (77 FR 5195,
February 2, 2012) under ``Request to Change Cost Information.'' As
stated in the SNPRM:
The cost information in this supplemental NPRM describes only
the direct costs of the specific required actions. Based on the best
data available, the manufacturer provided the number of work hours
necessary to do the required actions. This number represents the
time necessary to perform only the actions actually required by this
supplemental NPRM. We recognize that, in doing the actions required
by an AD, operators might incur incidental costs in addition to the
direct costs. But the cost analysis in AD rulemaking actions
typically does not include incidental costs such as the time
necessary for planning, airplane down time, or time necessitated by
other administrative actions. Those incidental costs, which might
vary significantly among operators, are almost impossible to
calculate.
We have not changed the AD in this regard.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously--and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
SNPRM (77 FR 5195, February 2, 2012) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the SNPRM (77 FR 5195, February 2, 2012)
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.
Costs of Compliance
We estimate that this AD affects 67 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
[[Page 47271]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Stage 1 inspections (required by 19 work-hours x $0................ $1,615 per $108,205 per
AD 2007-23-18, Amendment 39- $85 per hour = inspection cycle. inspection cycle.
15266 (72 FR 65655, November $1,615
23, 2007)).
Stage 2 inspections (required by 83 work-hours x $0................ $7,055 per $472,685 per
AD 2007-23-18, Amendment 39- $85 per hour = inspection cycle. inspection cycle.
15266 (72 FR 65655, November $7,055
23, 2007)).
Modification (new action)....... Between 257 and Between $341,334 Between $363,179 \1\ Between
263 work-hours, = and $345,490. and $367,845. $24,332,993 and
between $21,845 $24,645,615.
and $22,355
Post-modification inspections 6 work-hours x $85 $0................ $510 [per $34,170 [per
(new action). per hour = $510 inspection cycle]. inspection
cycle].
----------------------------------------------------------------------------------------------------------------
\1\ Depending on airplane configuration.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this 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)
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007), and
adding the following new AD:
2012-15-13 The Boeing Company: Amendment 39-17142; Docket No. FAA-
2009-0607; Directorate Identifier 2009-NM-024-AD.
(a) Effective Date
This airworthiness directive (AD) is effective September 12,
2012.
(b) Affected ADs
This AD supersedes AD 2007-23-18, Amendment 39-15266 (72 FR
65655, November 23, 2007).
(c) Applicability
This AD applies to all 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 results from reports of cracked and severed tension
ties, broken fasteners, and cracks in the frame, shear web, and
shear ties adjacent to tension ties for the upper deck. We are
issuing this AD to detect and correct cracking of the tension ties,
shear webs, and frames of the upper deck, which could result in
rapid decompression and reduced structural integrity of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Repetitive Stage 1 Inspections With Reduced Repetitive
Interval
This paragraph restates the requirements of paragraph (f) of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). For
all airplanes: Do detailed inspections for cracking or discrepancies
of the fasteners in the tension ties, shear webs, and frames at body
stations 1120 through 1220, and related investigative and corrective
actions as applicable, by doing all actions specified in and in
accordance with ``Stage 1 Inspection'' of the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2507, dated
April 21, 2005, except as provided by paragraph (k) of this AD; or
Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated January
14, 2010. As of the effective date of this AD only Boeing Alert
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010,
may be used. 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 (q) 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
[[Page 47272]]
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 eliminates the need
to do the Stage 1 inspections.
(h) Retained Compliance Time for Initial Stage 1 Inspection
This paragraph restates the requirements of paragraph (g) of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). Do
the initial Stage 1 inspection at the earlier of the times specified
in paragraphs (h)(1) and (h)(2) of this AD.
(1) At the earlier of the times specified in paragraphs
(h)(1)(i) and (h)(1)(ii) of this AD.
(i) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, dated
April 21, 2005.
(ii) Before the accumulation of 10,000 total flight cycles, or
within 250 flight cycles after November 28, 2007 (the effective date
of AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23,
2007), whichever occurs later.
(2) At the later of the times specified in paragraphs (h)(2)(i)
and (h)(2)(ii) of this AD.
(i) Before the accumulation of 12,000 total flight cycles.
(ii) Within 50 flight cycles or 20 days, whichever occurs first,
after November 28, 2007 (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
This paragraph restates the requirements of paragraph (h) of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007).
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 Reduced Initial
Compliance Time
This paragraph restates the requirements of paragraph (i) of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). 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. As of the effective date of this AD 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
(q) of this AD 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 the effective date of this AD,
whichever occurs later.
(k) Retained Exception to Corrective Action Instructions
This paragraph restates the requirements of paragraph (j) of AD
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). 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
(r) of this AD.
(l) New Stage 2 Inspection: Additional Work at STA 1140
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) New One-time Inspection for Mis-located Angles
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) New One-time Inspection for Cracks in Frames at Previous Tension
Tie Locations
For Group 1, Configuration 2, airplanes; and Group 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 (STA 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
[[Page 47273]]
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) New Exception to Boeing Alert Service Bulletin 747-53A2507,
Revision 1, Dated January 14, 2010
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 the effective date of this AD.
(p) New Modification
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 body stations (STA)
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. Modifying the frame-to-tension-tie joints at
body stations 1120 through 1220 terminates the repetitive inspection
requirements of paragraphs (g) and (j) of this AD, the inspection
requirements of paragraph (l) of this AD, and the one-time
inspection requirements of paragraph (n) of this AD.
(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 the effective date of this AD.
(2) Where Boeing Service Bulletin 747-53A2559, Revision 1, dated
August 4, 2011, 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
(r) of this AD.
(q) New Credit for Previous Actions
This paragraph provides credit for the corresponding actions
required by this AD, if those actions were done before the effective
date of this AD using Boeing Alert Service Bulletin 747-53A2559,
dated January 8, 2009.
(r) 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: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by 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 2007-23-18,
Amendment 39-15266 (72 FR 65655, November 23, 2007), are approved as
AMOCs for the corresponding requirements of paragraphs (g), (h),
(i), and (j) of this AD.
(5) AMOCs approved previously in accordance with AD 2007-23-18,
Amendment 39-15266 (72 FR 65655, November 23, 2007), as a
terminating action, are approved as AMOCs for the requirements of
paragraph (p) of this AD.
(s) Related Information
(1) For more information about this AD, contact Nathan Weigand,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, Washington
98057-3356; phone: (425) 917-6428; fax: (425) 917-6590; email:
nathan.p.weigand@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, Washington 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
(3) You may review copies of the referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, Washington. For information on the availability of this
material at the FAA, call 425-227-1221.
(t) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the following service
information under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use the following service information to do the
actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated
January 14, 2010.
(ii) Boeing Service Bulletin 747-53A2559, Revision 1, dated
August 4, 2011.
(3) The following service information was approved for IBR on
November 28, 2007 (72 FR 65655, November 23, 2007):
(i) Boeing Alert Service Bulletin 747-53A2507, dated April 21,
2005.
(ii) Reserved.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
(3) You may review copies of the referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, Washington. For information on the availability of this
material at the FAA, call 425-227-1221.
(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr_locations.html.
Issued in Renton, Washington, on July 23, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-18627 Filed 8-7-12; 8:45 am]
BILLING CODE 4910-13-P
