Airworthiness Directives; The Boeing Company Airplanes, 40050-40053 [2013-15948]

Download as PDF 40050 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules No. 2010–0058, dated March 30, 2010. You may view the EASA AD at https:// www.regulations.gov in Docket No. FAA– 2013–0555. (h) Subject Joint Aircraft Service Component (JASC) Code: 6710, Main Rotor Control. Issued in Fort Worth, Texas, on June 18, 2013. Kim Smith, Directorate Manager, Rotorcraft Directorate, Aircraft Certification Service. [FR Doc. 2013–15956 Filed 7–2–13; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2013–0540; Directorate Identifier 2012–NM–185–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to supersede an existing airworthiness directive (AD) that applies to certain The Boeing Company Model 747–100, 747–100B, 747–100B SUD, 747–200B, 747–200C, 747–200F, 747–300, 747–400, 747– 400D, 747–400F, 747SR, and 747SP series airplanes. The existing AD currently requires repetitive inspections for wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin, a detailed inspection for wear damage and cracks of the surface of any skin repair doubler in the area, and corrective actions if necessary. For airplanes on which the fuselage skin has been blended to remove wear damage, the existing AD also requires repetitive external detailed inspections or high frequency eddy current inspections for cracks of the blended area of the fuselage skin, and corrective actions if necessary. Since we issued that AD, we have received a report of wear through the fuselage skin that occurred sooner than the repetitive inspection interval specified in the existing AD. This proposed AD would reduce the repetitive inspection interval and change certain corrective actions. We are proposing this AD to detect and correct wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin tkelley on DSK3SPTVN1PROD with PROPOSALS SUMMARY: VerDate Mar<15>2010 16:18 Jul 02, 2013 Jkt 229001 in sections 46 and 48, which could cause in-flight depressurization of the airplane. DATES: We must receive comments on this proposed AD by August 19, 2013. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P. O. Box 3707, MC 2H– 65, Seattle, WA 98124–2207; phone: 206–544–5000, extension 1; fax: 206– 766–5680; Internet: https:// www.myboeingfleet.com. You may review copies of the referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. Examining the AD Docket You may examine the AD docket on the Internet at 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 proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Bill Ashforth, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057– 3356; phone: 425–917–6432; fax: 425– 917–6590; email: Bill.Ashforth@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2013–0540; Directorate Identifier PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 2012–NM–185–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this proposed AD. We will consider all comments received by the closing date and may amend this proposed AD because of those comments. We will post all comments we receive, without change, to https:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this proposed AD. Discussion On June 19, 2009, we issued AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), on the products listed above, which superseded AD 2002–26–15, Amendment 39–13003 (68 FR 476, January 6, 2003). AD 2009–14–02 requires repetitive inspections for wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin, a detailed inspection for wear damage and cracks of the surface of any skin repair doubler in the area, and corrective actions if necessary. For airplanes on which the fuselage skin has been blended to remove wear damage, AD 2009–14–02 also requires repetitive external detailed inspections or high frequency eddy current inspections for cracks of the blended area of the fuselage skin, and corrective actions if necessary. AD 2009–14–02 resulted from reports of skin wear damage on airplanes with fewer than 8,000 total flight cycles. Additionally, there were three reports of skin wear damage on airplanes on which Boeing Material Specifications (BMS) 10–86 Teflonfilled coating was applied (terminating action per AD 2002–26–15). We issued AD 2009–14–02 to detect and correct wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin in sections 46 and 48, which could cause in-flight depressurization of the airplane. Actions Since Existing AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009) Was Issued Since we issued AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), we have received a report of wear through the fuselage skin between body station (STA) 2598 and STA 2638, stringers S–2L to S–3L. The wear developed in less than 3,657 flight hours since the previous inspection, which was less than the repetitive E:\FR\FM\03JYP1.SGM 03JYP1 40051 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules inspection interval specified in AD 2009–14–02. The wear occurred through both the Teflon filled coating and the full thickness of the 0.050-inch-thick skin to create a hole approximately 16 inches in length. Relevant Service Information We reviewed Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. For information on the procedures and compliance times, see this service information at https://www.regulations.gov by searching for Docket No. FAA–2013–0540. FAA’s Determination We are proposing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Proposed AD Requirements Although this proposed AD does not explicitly restate the requirements of AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), this proposed AD would retain certain requirements of AD 2009–14–02. Those requirements are referenced in the service information identified previously, which, in turn, is referenced in paragraphs (g) and (h) of this proposed AD. This proposed AD would reduce the repetitive inspection interval and add rub strip installation for airplanes with wear or blend that exceeds structural repair manual limits. This proposed AD would require accomplishing the actions specified in the service information described previously, except as discussed under ‘‘Differences Between the Proposed AD and the Service Information.’’ The phrase ‘‘corrective actions’’ is used in this proposed AD. ‘‘Corrective actions’’ are actions that correct or address any condition found. Corrective actions in an AD could include, for example, repairs. We have also clarified the applicability in paragraph (c) of AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), which specifies ‘‘Boeing Model 747–100, 747– 100B, 747–100B SUD, 747–200B, 747– 200C, 747–200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes, certificated in any category, as identified in Boeing Alert Service Bulletin 747–53A2478, Revision 1, dated March 27, 2008.’’ The effectivity of that service information lists all Model 747–100, 747–100B, 747– 100B SUD, 747–200B, 747–200C, 747– 200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes. Therefore, the applicability of this proposed AD specifies ‘‘all The Boeing Company Model 747–100, 747– 100B, 747–100B SUD, 747–200B, 747– 200C, 747–200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes, certificated in any category.’’ Differences Between the Proposed AD and the Service Information Boeing Alert Service Bulletin 747– 53A2478, Revision 3, dated October 17, 2011, specifies certain optional economic-based actions. This proposed AD would not require those actions. Costs of Compliance We estimate that this proposed AD affects 917 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Action Labor cost Parts cost Inspection [retained actions from exist- 12 work-hours × $85 per hour = $1,020 ing AD 2009–14–02, Amendment 39 15951 (74 FR 30919, June 29, 2009)]. Inspection and application of BMS 10– 8 work-hours × $85 per hour = $680 86 Teflon-filled coating [retained acper inspection cycle. tions from existing AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009)]. tkelley on DSK3SPTVN1PROD with PROPOSALS We have received no definitive data that would enable us to provide cost estimates for the on-condition actions specified in this proposed AD. According to the manufacturer, some of the costs of this proposed AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage for affected individuals. As a result, we have included all costs in our cost estimate. 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, VerDate Mar<15>2010 17:44 Jul 02, 2013 Jkt 229001 We have determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and Fmt 4702 Sfmt 4702 $1,020 .................... $935,340. $0 Regulatory Findings Frm 00007 Cost on U.S. operators $0 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. PO 00000 Cost per product $680 per inspection cycle. $623,560 per inspection cycles. responsibilities among the various levels of government. For the reasons discussed above, I certify that the proposed regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska, and (4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. E:\FR\FM\03JYP1.SGM 03JYP1 40052 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: 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) 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), and adding the following new AD: ■ The Boeing Company: Docket No. FAA– 2013–0540; Directorate Identifier 2012– NM–185–AD. (a) Comments Due Date The FAA must receive comments on this AD action by August 19, 2013. (b) Affected ADs This AD supersedes AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009). (c) Applicability This AD applies to all The Boeing Company Model 747–100, 747–100B, 747– 100B SUD, 747–200B, 747–200C, 747–200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes, certificated in any category. (d) Subject Joint Aircraft System Component (JASC)/ Air Transport Association (ATA) of America Code 53, Fuselage. (e) Unsafe Condition This AD was prompted a report of wear through the fuselage skin that occurred sooner than the previous repetitive inspection interval. We are issuing this AD to detect and correct wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin in sections 46 and 48, which could cause inflight depressurization of the airplane. tkelley on DSK3SPTVN1PROD with PROPOSALS (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Repetitive Detailed Inspection At the applicable compliance time specified in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011 (the effective date of AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009) is August 3, 2009), except as specified in paragraph (j)(1) of this AD: Do a detailed inspection of the fuselage skin and any skin repair doubler surface for wear damage and cracking at the vertical stabilizer seal interface, apply Boeing Material VerDate Mar<15>2010 16:18 Jul 02, 2013 Jkt 229001 Specifications (BMS) 10–86 Teflon-filled coating, and do all applicable corrective actions, except as specified in paragraph (j)(2) of this AD, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. Do all applicable corrective actions at the applicable compliance time specified in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. Repeat the detailed inspection thereafter at intervals not to exceed the applicable repetitive interval specified in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011, except as specified in paragraph (j)(2) of this AD. The effective date of AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009) is August 3, 2009. (h) Repetitive High Frequency Eddy Current (HFEC) Inspections For airplanes on which the skin is blended forward of station 2360 without external reinforcement: At the applicable compliance time specified in Table 4 in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011, do an external surface HFEC inspection of the blended area of the fuselage skin and the surface of any repair doubler for cracks, apply BMS 10–86 Teflonfilled coating, and do all applicable corrective actions, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. Do all applicable corrective actions at the applicable compliance time specified in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. Repeat the HFEC inspection thereafter at intervals not to exceed the compliance time specified in paragraph 1.E., ’’Compliance,’’ of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011. The effective date of AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009) is August 3, 2009. (i) Optional Terminating Action Installation of CRES rub strips in accordance with Boeing Service Bulletin 747–53–2721, Revision 2, dated March 17, 2011, except as specified in paragraph (j)(3) of this AD, is terminating action for the inspections specified in paragraphs (g) and (h) of this AD at the locations of the CRES rub strip installations only. (j) Exceptions to Service Information (1) Where Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011, specifies a compliance time after the ‘‘Revision 3 date of this service bulletin,’’ this AD requires compliance within the specified compliance time after the effective date of this AD. (2) Part 3 of the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011, is not a requirement of this AD. (3) Where Boeing Service Bulletin 747–53– 2721, Revision 2, dated March 17, 2011, PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 specifies to contact Boeing for a modification or for instructions: Before further flight, contact the FAA for instructions using a method approved in accordance with the procedures specified in paragraph (l) of this AD, and accomplish those instructions. (k) Credit for Previous Actions (1) This paragraph provides credit for the actions specified in paragraph (g) of this AD, if the corresponding actions were performed before the effective date of this AD using Boeing Alert Service Bulletin 747–53A2478, Revision 1, dated March 27, 2008; or Boeing Service Bulletin 747–53A2478, Revision 2, dated July 15, 2010; which are not incorporated by reference in this AD. As of the effective date of this AD, only Boeing Alert Service Bulletin 747–53A2478, Revision 3, dated October 17, 2011, can be used. (2) This paragraph provides credit for the actions specified in paragraph (i) of this AD, if the corresponding actions were performed before the effective date of this AD using Boeing Service Bulletin 747–53–2721, dated May 28, 2009; or Revision 1, dated June 24, 2010; which are not incorporated by reference in this AD. (l) 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-ANMSeattle-ACO-AMOC-Requests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle ACO, to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane, and the approval must specifically refer to this AD. (4) Installation of CRES rub strips approved as AMOCs for AD 2009–14–02, Amendment 39–15951 (74 FR 30919, June 29, 2009), are approved as AMOCs for this AD. (m) Related Information (1) For more information about this AD, contact Bill Ashforth, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6432; fax: 425–917–6590; email: Bill.Ashforth@faa.gov. (2) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, E:\FR\FM\03JYP1.SGM 03JYP1 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules Seattle, WA 98124–2207; phone: 206–544– 5000, extension 1; fax: 206–766–5680; Internet: https://www.myboeingfleet.com. You may review copies of the referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. Issued in Renton, Washington, on June 14, 2013. Jeffrey E. Duven, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2013–15948 Filed 7–2–13; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2013–0554; Directorate Identifier 2012–SW–009–AD] RIN 2120–AA64 Airworthiness Directives; Eurocopter Deutschland GmbH Helicopters Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to adopt a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, and EC135 T2+ helicopters. This proposed AD would require analyzing the main gearbox (MGB) oil for indications of metal chips or pieces, reviewing the MGB log or equivalent record, and inspecting certain teeth in the MGB after two chip indications. This proposed AD is prompted by a partial tooth rupture found in an MGB that was returned to the manufacturer for repairs. The proposed actions are intended to detect wear in the MGB that could lead to a gear tooth rupture, failure of the MGB, loss of power to the main rotor, and subsequent loss of control of the helicopter. DATES: We must receive comments on this proposed AD by September 3, 2013. ADDRESSES: You may send comments by any of the following methods: • Federal eRulemaking Docket: Go to https://www.regulations.gov. Follow the online instructions for sending your comments electronically. • Fax: 202–493–2251. • Mail: Send comments to the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 tkelley on DSK3SPTVN1PROD with PROPOSALS SUMMARY: VerDate Mar<15>2010 16:18 Jul 02, 2013 Jkt 229001 40053 New Jersey Avenue SE., Washington, DC 20590–0001. • Hand Delivery: Deliver to the ‘‘Mail’’ address between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. We will consider comments filed after the comment period has closed if it is possible to do so without incurring expense or delay. We may change this proposal in light of the comments we receive. Examining the AD Docket Discussion The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Union, has issued EASA AD No. 2009– 0106R1, dated November 3, 2011, to correct an unsafe condition for the Eurocopter Model 635 military helicopter and Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, and EC135 T2+ helicopters. EASA advises that an MGB was returned to the manufacturer for repair after ‘‘several chip indications.’’ According to EASA, a partial tooth rupture was detected after disassembly of the gearbox and removal of a drive pinion. EASA states the tooth rupture was determined to have been caused by wear. EASA AD No. 2009–0106R1 revises EASA Emergency AD 2009–0106–E, dated April 30, 2009, which superseded Emergency AD 2008–0116–E dated June 17, 2008. The most recent EASA AD includes requirements and timetables for oil sampling and analysis; checking the gearbox log card for chip indications; and corrective measures for chip indications. It also states that a prescribed modification to the MGB would be terminating action for the AD. You may examine the AD docket on the Internet at https:// www.regulations.gov or in person at the Docket Operations Office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the economic evaluation, any comments received, and other information. The street address for the Docket Operations Office (telephone 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. For service information identified in this proposed AD, contact American Eurocopter Corporation, 2701 N. Forum Drive, Grand Prairie, TX 75052; telephone (972) 641–0000 or (800) 232– 0323; fax (972) 641–3775; or at https:// www.eurocopter.com/techpub. You may review a copy of the referenced service information at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137. FOR FURTHER INFORMATION CONTACT: Chinh Vuong, Aerospace Engineer, Safety Management Group, Rotorcraft Directorate, FAA, 2601 Meacham Blvd., Fort Worth, TX 76137; telephone (817) 222–5110; email Chinh.Vuong@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to participate in this rulemaking by submitting written comments, data, or views. We also invite comments relating to the economic, environmental, energy, or federalism impacts that might result from adopting the proposals in this document. The most helpful comments reference a specific portion of the proposal, explain the reason for any recommended change, and include supporting data. To ensure the docket does not contain duplicate comments, commenters should send only one copy of written comments, or if comments are filed electronically, commenters should submit only one time. We will file in the docket all comments that we receive, as well as a report summarizing each substantive public contact with FAA personnel concerning this proposed rulemaking. Before acting on this proposal, we will consider all comments we receive on or before the closing date for comments. PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 FAA’s Determination These helicopters have been approved by the aviation authority of Germany and are approved for operation in the United States. Pursuant to our bilateral agreement with Germany, EASA, its technical representative, has notified us of the unsafe condition described in its AD. We are proposing this AD because we evaluated all known relevant information and determined that an unsafe condition is likely to exist or develop on other products of these same type designs. Related Service Information Eurocopter issued Alert Service Bulletin (ASB) EC135–63A–012 on August 8, 2007, which was followed by five revisions, the most recent of which was issued September 6, 2011. The ASBs prescribe procedures to monitor and detect wear in time to prevent MGB tooth ruptures in main transmissions for EC135 and EC635 model helicopters. Revision 5 of the ASB prescribes procedures for taking and analyzing scheduled oil samples, identifying and addressing chip indications, and inspecting certain teeth in gearboxes. E:\FR\FM\03JYP1.SGM 03JYP1

Agencies

[Federal Register Volume 78, Number 128 (Wednesday, July 3, 2013)]
[Proposed Rules]
[Pages 40050-40053]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-15948]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0540; Directorate Identifier 2012-NM-185-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to supersede an existing airworthiness directive 
(AD) that applies to certain The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 
747-400D, 747-400F, 747SR, and 747SP series airplanes. The existing AD 
currently requires repetitive inspections for wear damage and cracks of 
the fuselage skin in the interface area of the vertical stabilizer seal 
and fuselage skin, a detailed inspection for wear damage and cracks of 
the surface of any skin repair doubler in the area, and corrective 
actions if necessary. For airplanes on which the fuselage skin has been 
blended to remove wear damage, the existing AD also requires repetitive 
external detailed inspections or high frequency eddy current 
inspections for cracks of the blended area of the fuselage skin, and 
corrective actions if necessary. Since we issued that AD, we have 
received a report of wear through the fuselage skin that occurred 
sooner than the repetitive inspection interval specified in the 
existing AD. This proposed AD would reduce the repetitive inspection 
interval and change certain corrective actions. We are proposing this 
AD to detect and correct wear damage and cracks of the fuselage skin in 
the interface area of the vertical stabilizer seal and fuselage skin in 
sections 46 and 48, which could cause in-flight depressurization of the 
airplane.

DATES: We must receive comments on this proposed AD by August 19, 2013.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, Attention: Data & Services Management, P. O. Box 
3707, MC 2H-65, Seattle, WA 98124-2207; phone: 206-544-5000, extension 
1; fax: 206-766-5680; Internet: https://www.myboeingfleet.com. You may 
review copies of the referenced service information at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 425-
227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at 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 proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES 
section. Comments will be available in the AD docket shortly after 
receipt.

FOR FURTHER INFORMATION CONTACT: Bill Ashforth, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6432; fax: 425-917-6590; email: Bill.Ashforth@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2013-0540; 
Directorate Identifier 2012-NM-185-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD because of those comments.
    We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    On June 19, 2009, we issued AD 2009-14-02, Amendment 39-15951 (74 
FR 30919, June 29, 2009), on the products listed above, which 
superseded AD 2002-26-15, Amendment 39-13003 (68 FR 476, January 6, 
2003). AD 2009-14-02 requires repetitive inspections for wear damage 
and cracks of the fuselage skin in the interface area of the vertical 
stabilizer seal and fuselage skin, a detailed inspection for wear 
damage and cracks of the surface of any skin repair doubler in the 
area, and corrective actions if necessary. For airplanes on which the 
fuselage skin has been blended to remove wear damage, AD 2009-14-02 
also requires repetitive external detailed inspections or high 
frequency eddy current inspections for cracks of the blended area of 
the fuselage skin, and corrective actions if necessary. AD 2009-14-02 
resulted from reports of skin wear damage on airplanes with fewer than 
8,000 total flight cycles. Additionally, there were three reports of 
skin wear damage on airplanes on which Boeing Material Specifications 
(BMS) 10-86 Teflon-filled coating was applied (terminating action per 
AD 2002-26-15). We issued AD 2009-14-02 to detect and correct wear 
damage and cracks of the fuselage skin in the interface area of the 
vertical stabilizer seal and fuselage skin in sections 46 and 48, which 
could cause in-flight depressurization of the airplane.

Actions Since Existing AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009) Was Issued

    Since we issued AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009), we have received a report of wear through the fuselage 
skin between body station (STA) 2598 and STA 2638, stringers S-2L to S-
3L. The wear developed in less than 3,657 flight hours since the 
previous inspection, which was less than the repetitive

[[Page 40051]]

inspection interval specified in AD 2009-14-02. The wear occurred 
through both the Teflon filled coating and the full thickness of the 
0.050-inch-thick skin to create a hole approximately 16 inches in 
length.

Relevant Service Information

    We reviewed Boeing Alert Service Bulletin 747-53A2478, Revision 3, 
dated October 17, 2011. For information on the procedures and 
compliance times, see this service information at https://www.regulations.gov by searching for Docket No. FAA-2013-0540.

FAA's Determination

    We are proposing this AD because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design.

Proposed AD Requirements

    Although this proposed AD does not explicitly restate the 
requirements of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, June 
29, 2009), this proposed AD would retain certain requirements of AD 
2009-14-02. Those requirements are referenced in the service 
information identified previously, which, in turn, is referenced in 
paragraphs (g) and (h) of this proposed AD. This proposed AD would 
reduce the repetitive inspection interval and add rub strip 
installation for airplanes with wear or blend that exceeds structural 
repair manual limits. This proposed AD would require accomplishing the 
actions specified in the service information described previously, 
except as discussed under ``Differences Between the Proposed AD and the 
Service Information.''
    The phrase ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' are actions that correct or address any 
condition found. Corrective actions in an AD could include, for 
example, repairs.
    We have also clarified the applicability in paragraph (c) of AD 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), which 
specifies ``Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 
747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 
747SP series airplanes, certificated in any category, as identified in 
Boeing Alert Service Bulletin 747-53A2478, Revision 1, dated March 27, 
2008.'' The effectivity of that service information lists all Model 
747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 
747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. 
Therefore, the applicability of this proposed AD specifies ``all The 
Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-
200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP 
series airplanes, certificated in any category.''

Differences Between the Proposed AD and the Service Information

    Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated 
October 17, 2011, specifies certain optional economic-based actions. 
This proposed AD would not require those actions.

Costs of Compliance

    We estimate that this proposed AD affects 917 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection [retained actions from  12 work-hours x $85              $0  $1,020.............  $935,340.
 existing AD 2009-14-02,            per hour = $1,020.
 Amendment 39 15951 (74 FR 30919,
 June 29, 2009)].
Inspection and application of BMS  8 work-hours x $85               $0  $680 per inspection  $623,560 per
 10-86 Teflon-filled coating        per hour = $680                      cycle.               inspection cycles.
 [retained actions from existing    per inspection
 AD 2009-14-02, Amendment 39-       cycle.
 15951 (74 FR 30919, June 29,
 2009)].
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this proposed 
AD.
    According to the manufacturer, some of the costs of this proposed 
AD may be covered under warranty, thereby reducing the cost impact on 
affected individuals. We do not control warranty coverage for affected 
individuals. As a result, we have included all costs in our cost 
estimate.

Authority for This Rulemaking

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

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that the proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

[[Page 40052]]

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing airworthiness directive (AD) 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), and adding 
the following new AD:

The Boeing Company: Docket No. FAA-2013-0540; Directorate Identifier 
2012-NM-185-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by August 19, 
2013.

(b) Affected ADs

    This AD supersedes AD 2009-14-02, Amendment 39-15951 (74 FR 
30919, June 29, 2009).

(c) Applicability

    This AD applies to all The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 
747-400D, 747-400F, 747SR, and 747SP series airplanes, certificated 
in any category.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted a report of wear through the fuselage skin 
that occurred sooner than the previous repetitive inspection 
interval. We are issuing this AD to detect and correct wear damage 
and cracks of the fuselage skin in the interface area of the 
vertical stabilizer seal and fuselage skin in sections 46 and 48, 
which could cause in-flight depressurization of the airplane.

(f) Compliance

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

(g) Repetitive Detailed Inspection

    At the applicable compliance time specified in paragraph 1.E., 
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478, 
Revision 3, dated October 17, 2011 (the effective date of AD 2009-
14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009) is August 3, 
2009), except as specified in paragraph (j)(1) of this AD: Do a 
detailed inspection of the fuselage skin and any skin repair doubler 
surface for wear damage and cracking at the vertical stabilizer seal 
interface, apply Boeing Material Specifications (BMS) 10-86 Teflon-
filled coating, and do all applicable corrective actions, except as 
specified in paragraph (j)(2) of this AD, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2478, Revision 3, dated October 17, 2011. Do all applicable 
corrective actions at the applicable compliance time specified in 
paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 
747-53A2478, Revision 3, dated October 17, 2011. Repeat the detailed 
inspection thereafter at intervals not to exceed the applicable 
repetitive interval specified in paragraph 1.E., ''Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October 
17, 2011, except as specified in paragraph (j)(2) of this AD. The 
effective date of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009) is August 3, 2009.

(h) Repetitive High Frequency Eddy Current (HFEC) Inspections

    For airplanes on which the skin is blended forward of station 
2360 without external reinforcement: At the applicable compliance 
time specified in Table 4 in paragraph 1.E., ''Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October 
17, 2011, do an external surface HFEC inspection of the blended area 
of the fuselage skin and the surface of any repair doubler for 
cracks, apply BMS 10-86 Teflon-filled coating, and do all applicable 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2478, Revision 
3, dated October 17, 2011. Do all applicable corrective actions at 
the applicable compliance time specified in paragraph 1.E., 
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478, 
Revision 3, dated October 17, 2011. Repeat the HFEC inspection 
thereafter at intervals not to exceed the compliance time specified 
in paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 
747-53A2478, Revision 3, dated October 17, 2011. The effective date 
of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009) is 
August 3, 2009.

(i) Optional Terminating Action

    Installation of CRES rub strips in accordance with Boeing 
Service Bulletin 747-53-2721, Revision 2, dated March 17, 2011, 
except as specified in paragraph (j)(3) of this AD, is terminating 
action for the inspections specified in paragraphs (g) and (h) of 
this AD at the locations of the CRES rub strip installations only.

(j) Exceptions to Service Information

    (1) Where Boeing Alert Service Bulletin 747-53A2478, Revision 3, 
dated October 17, 2011, specifies a compliance time after the 
``Revision 3 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.
    (2) Part 3 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2478, Revision 3, dated October 17, 2011, is 
not a requirement of this AD.
    (3) Where Boeing Service Bulletin 747-53-2721, Revision 2, dated 
March 17, 2011, specifies to contact Boeing for a modification or 
for instructions: Before further flight, contact the FAA for 
instructions using a method approved in accordance with the 
procedures specified in paragraph (l) of this AD, and accomplish 
those instructions.

(k) Credit for Previous Actions

    (1) This paragraph provides credit for the actions specified in 
paragraph (g) of this AD, if the corresponding actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 747-53A2478, Revision 1, dated March 27, 2008; or 
Boeing Service Bulletin 747-53A2478, Revision 2, dated July 15, 
2010; which are not incorporated by reference in this AD. As of the 
effective date of this AD, only Boeing Alert Service Bulletin 747-
53A2478, Revision 3, dated October 17, 2011, can be used.
    (2) This paragraph provides credit for the actions specified in 
paragraph (i) of this AD, if the corresponding actions were 
performed before the effective date of this AD using Boeing Service 
Bulletin 747-53-2721, dated May 28, 2009; or Revision 1, dated June 
24, 2010; which are not incorporated by reference in this AD.

(l) 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) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Seattle ACO, to make 
those findings. For a repair method to be approved, the repair must 
meet the certification basis of the airplane, and the approval must 
specifically refer to this AD.
    (4) Installation of CRES rub strips approved as AMOCs for AD 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), are 
approved as AMOCs for this AD.

(m) Related Information

    (1) For more information about this AD, contact Bill Ashforth, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6432; fax: 425-917-6590; email: 
Bill.Ashforth@faa.gov.
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65,

[[Page 40053]]

Seattle, WA 98124-2207; phone: 206-544-5000, extension 1; fax: 206-
766-5680; Internet: https://www.myboeingfleet.com. You may review 
copies of the referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.

    Issued in Renton, Washington, on June 14, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-15948 Filed 7-2-13; 8:45 am]
BILLING CODE 4910-13-P