Airworthiness Directives; The Boeing Company Airplanes, 16241-16245 [2014-06494]
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Federal Register / Vol. 79, No. 57 / Tuesday, March 25, 2014 / Proposed Rules
(a) Comments Due Date
We must receive comments by May 9,
2014.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all Dassault Aviation
Model FALCON 7X airplanes, certificated in
any category.
(d) Subject
Air Transport Association (ATA) of
America Code 32, Main Landing Gear.
(e) Reason
This AD was prompted by reports that the
pintle pins installed on a certain number of
airplanes may be incorrectly protected
against corrosion. We are issuing this AD to
detect and correct pintle pins that have been
incorrectly corrosion-protected, which could
cause the pintle pins to shear under normal
load and lead to the collapse of the MLG
during take-off or landing.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
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(g) Replacement
For airplanes having serial numbers 4
through 6 inclusive; 9, 12, 19, 21 through 25
inclusive; 29, 32, 33, 37, 39 through 42
inclusive; 45, 49 through 53 inclusive; 55, 56,
62, 63, 65, 67 through 69 inclusive; and 81,
82, 84, and 120: Within 2 months after the
effective date of this AD, replace the pintle
pins having part number (P/N) 55–2355007–
01 on the left- and right-hand MLG with a
serviceable part, in accordance with the
Accomplishment Instructions of Dassault
Aviation Mandatory Service Bulletin 7X–182,
Revision 4, dated July 18, 2013.
(h) Parts Installation Prohibition
As of the effective date of this AD, no
person may install a pintle pin having P/N
55–2355007–01, with the following serial
numbers, on any airplane: EXC–0001, EXC–
0003, EXC–0008, EXC–0009, EXC–0010,
EXC–0015, EXC–0017, EXC–0018, EXC–
0019, EXC–0020, EXC–0022, EXC–0023,
EXC–0024, EXC–0025, EXC–0026, EXC–
0027, EXC–0029, EXC–0030, EXC–0031,
EXC–0033, EXC–0037, EXC–0038, EXC–
0040, EXC–0041, EXC–0043, EXC–0044,
EXC–0045, EXC–0046, EXC–0047, EXC–
0050, EXC–0051, EXC–0052, EXC–0053,
EXC–0054, EXC–0057, EXC–0059, EXC–
0060, EXC–0061, EXC–0062, EXC–0063,
EXC–0064, EXC–0065, EXC–0067, EXC–
0069, EXC–0072, EXC–0074, EXC–0075,
EXC–0076, EXC–0077, EXC–0078, EXC–
0084, EXC–0091, EXC–0092, EXC–0093,
EXC–0096, EXC–0098, EXC–0099, EXC–
0101, EXC–0102, EXC–0103, EXC–0106,
EXC–0107, EXC–0108, EXC–0109, EXC–
0110, EXC–0111, EXC–0114, EXC–0115,
EXC–0117, EXC–0119, EXC–0120, EXC–
0121, EXC–0122, EXC–0123, EXC–0124,
EXC–0125, EXC–0126, EXC–0127, EXC–
0128, EXC–0129, EXC–0130, EXC–0131,
EXC–0132, EXC–0133, EXC–0134, EXC–
0135, EXC–0136, EXC–0137, EXC–0138,
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EXC–0139, EXC–0143, EXC–0144, EXC–
0147, EXC–0148, EXC–0149, EXC–0150,
EXC–0152, EXC–0153, EXC–0154, EXC–
0155, EXC–0158, EXC–0162, EXC–0163,
EXC–0164, EXC–0167, EXC–0168, EXC–
0170, EXC–0172, EXC–0173, EXC–0175,
EXC–0177, EXC–0178, EXC–0183, EXC–
0184, EXC–0190, EXC–0192, EXC–0193,
EXC–0194, EXC–0197, EXC–0198.
(i) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (g) of this AD, if those
actions were performed before the effective
date of this AD using the following service
information:
(1) Dassault Aviation Service Bulletin 7X–
182, dated December 17, 2010.
(2) Dassault Aviation Service Bulletin 7X–
182, Revision 1, dated December 7, 2011.
(3) Dassault Aviation Service Bulletin 7X–
182, Revision 2, dated June 1, 2012.
(4) Dassault Aviation Service Bulletin 7X–
182, Revision 3, dated February 26, 2013.
(j) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, 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 International Branch, send it to ATTN:
Tom Rodriguez, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: (425) 227–1137; fax: (425) 227–1149.
Information may be emailed to: 9-ANM-116AMOC-REQUESTS@faa.gov. 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. The AMOC approval letter
must specifically reference this AD.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer, use these actions if they are
FAA-approved. Corrective actions are
considered FAA-approved if they were
approved by the State of Design Authority (or
its delegated agent, or by the DAH with a
State of Design Authority’s design
organization approval). For a repair method
to be approved, the repair approval must
specifically refer to this AD. You are required
to ensure the product is airworthy before it
is returned to service.
(k) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) issued
EASA Airworthiness Directive 2013–0162,
dated July 24, 2013, for related information.
This MCAI may be found in the AD docket
on the Internet at https://www.regulations.gov
by searching for and locating it in Docket No.
FAA–2014–0145.
(2) For service information identified in
this AD, contact Dassault Falcon Jet, P.O. Box
2000, South Hackensack, NJ 07606;
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16241
telephone 201–440–6700; Internet https://
www.dassaultfalcon.com. You may view this
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 March
17, 2014.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–06492 Filed 3–24–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0170; Directorate
Identifier 2013–NM–169–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 2005–13–
05, which applies to certain Boeing
Model 747–400F series airplanes. AD
2005–13–05 currently requires
inspections for cracking of the web,
upper chord, and upper chord strap of
the upper deck floor beams, and repair
of any cracking. AD 2005–13–05 also
requires a preventive modification of
the upper deck floor beams, and
repetitive inspections for cracking after
accomplishing the modification. Since
we issued AD 2005–13–05, the upper
chords of the upper deck floor beams at
certain stations have been determined to
be structures that are susceptible to
widespread fatigue damage, and certain
airplanes with an initial modification
require a second modification for the
airplane to meet its limit of validity
(LOV). This proposed AD would require
that second modification and repetitive
inspections for cracking and repair if
necessary. We are proposing this AD to
detect and correct fatigue cracking in
certain upper chords of the upper deck
floor beam, which could result in
reduced structural integrity of the
airplane and rapid decompression or
reduced controllability of the airplane.
DATES: We must receive comments on
this proposed AD by May 9, 2014.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
SUMMARY:
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11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, 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 by searching for
and locating Docket No. FAA–2014–
0170; 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:
Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6428;
fax: 425–917–6590; email:
Nathan.P.Weigand@faa.gov.
SUPPLEMENTARY INFORMATION:
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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–2014–0170; Directorate Identifier
2013–NM–169–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
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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
Structural fatigue damage is
progressive. It begins as minute cracks,
and those cracks grow under the action
of repeated stresses. This can happen
because of normal operational
conditions and design attributes, or
because of isolated situations or
incidents such as material defects, poor
fabrication quality, or corrosion pits,
dings, or scratches. Fatigue damage can
occur locally, in small areas or
structural design details, or globally.
Global fatigue damage is general
degradation of large areas of structure
with similar structural details and stress
levels. Multiple-site damage is global
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Global damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-sitedamage and multiple-element-damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane, in a
condition known as widespread fatigue
damage (WFD). As an airplane ages,
WFD will likely occur, and will
certainly occur if the airplane is
operated long enough without any
intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
design approval holders (DAHs)
establish LOV of the engineering data
that support the structural maintenance
program. Operators affected by the WFD
rule may not fly an airplane beyond its
LOV, unless an extended LOV is
approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
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actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
On June 10, 2005, we issued AD
2005–13–05, Amendment 39–14141 (70
FR 35989, June 22, 2005) for certain
Boeing Model 747–400F series
airplanes. AD 2005–13–05 requires
initial detailed and open-hole high
frequency eddy current inspections for
cracking of the web, upper chord, and
upper chord strap of the upper deck
floor beams, and repair of any cracking.
AD 2005–13–05 also requires a
preventive modification of the upper
deck floor beams, and repetitive
inspections for cracking after
accomplishing the modification. AD
2005–13–05 resulted from reports of
fatigue cracking found on the upper
deck floor beam to frame attachment
points. We issued AD 2005–13–05 to
prevent fatigue cracks in the upper
chord, upper chord strap, and the web
of the upper deck floor beams and
resultant failure of the floor beams.
Actions Since AD 2005–13–05,
Amendment 39–14141 (70 FR 35989,
June 22, 2005) Was Issued
Since we issued AD 2005–13–05,
Amendment 39–14141 (70 FR 35989,
June 22, 2005), we received reports that
indicate that the upper chords of the
upper deck floor beams at stations
(STA) 340 through 520 have been
determined to be structures that are
susceptible to widespread fatigue
damage, and airplanes that had an
initial modification done before 15,000
total flight cycles require a second
fastener hole zero-timing modification
for the airplane to meet its LOV.
Relevant Service Information
We reviewed Boeing Service Bulletin
747–53A2443, Revision 2, dated August
2, 2013. For information on the
procedures and compliance times, see
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Federal Register / Vol. 79, No. 57 / Tuesday, March 25, 2014 / Proposed Rules
this service information at https://
www.regulations.gov by searching for
Docket No. FAA–2014–0170.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would retain all of
the requirements of AD 2005–13–05,
Amendment 39–14141 (70 FR 35989,
June 22, 2005). This proposed AD
would also require accomplishing the
actions specified in the service
information described previously.
Difference Between This Proposed AD
and Service Information
The service bulletin specifies to
contact the manufacturer for
instructions on how to repair certain
conditions, but this proposed AD would
require repairing those conditions in
one of the following ways:
• In accordance with a method that
we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by the Boeing
Commercial Airplanes Organization
Designation Authorization (ODA) whom
we have authorized to make those
findings.
Explanation of Compliance Time
The compliance time for the
modification specified in this proposed
AD for addressing WFD was established
to ensure that discrepant structure is
modified before WFD develops in
airplanes. Standard inspection
techniques cannot be relied on to detect
WFD before it becomes a hazard to
flight. We will not grant any extensions
of the compliance time to complete any
AD-mandated service bulletin related to
WFD without extensive new data that
would substantiate and clearly warrant
such an extension.
Costs of Compliance
We estimate that this proposed AD
affects 13 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
Action
Labor cost
Pre-modification inspections [retained actions from AD
2005–13–05, Amendment 39–14141 (70 FR 35989,
June 22, 2005).
Modification/inspections done during modification [retained
actions from AD 2005-13–05, Amendment 39–14141
(70 FR 35989, June 22, 2005).
Post-modification inspections [retained actions from AD
2005–13–05, Amendment 39–14141 (70 FR 35989,
June 22, 2005).
Zero-Timing Procedure Option 1 (including inspections)
(proposed action).
Zero-Timing Procedure Option 2 (including inspections)
(proposed action).
We have received no definitive data
that would enable us to provide cost
estimates for the on-condition actions
specified in this proposed AD. We have
no way of determining the number of
products that may need these actions.
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
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16:23 Mar 24, 2014
Jkt 232001
Parts cost
Cost on U.S.
operators
11 work-hours × $85 per
hour = $935.
$0 ............................
$935
$12,155.
Up to 524 work-hours × $85
per hour = $44,540.
Up to 14,874 ...........
59,414
772,382.
66 work-hours × $85 per
hour = $5,610.
0 ..............................
5,610
72,930.
71 work-hours × $85 per
hour = $6,035.
103 work-hours × $85 per
hour = $8,755.
0 ..............................
6,035
Up to 78,455.
0 ..............................
8,755
Up to
113,815.
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
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product
Frm 00008
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under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
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. Amend § 39.13 by removing
Airworthiness Directive (AD) 2005–13–
05, Amendment 39–14141 (70 FR
35989, June 22, 2005), and adding the
following new AD:
■
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Federal Register / Vol. 79, No. 57 / Tuesday, March 25, 2014 / Proposed Rules
The Boeing Company: Docket No. FAA–
2014–0170; Directorate Identifier 2013–
NM–169–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by May 9, 2014.
(b) Affected ADs
This AD supersedes AD 2005–13–05,
Amendment 39–14141 (70 FR 35989, June
22, 2005).
(c) Applicability
This AD applies to The Boeing Company
Model 747–400F series airplanes, certificated
in any category, as identified in Boeing
Service Bulletin 747–53A2443, Revision 2,
dated August 2, 2013.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report
indicating that the upper chords of the upper
deck floor floor beams at stations (STA) 340
through 520 have been determined to be
structures that are susceptible to widespread
fatigue damage, and airplanes that had an
initial modification done before 15,000 total
flight cycles require a second fastener hole
zero-timing modification for the airplane to
meet its limit of validity (LOV). We are
issuing this AD to detect and correct fatigue
cracking in certain upper chords of the upper
deck floor beam, which could result in
reduced structural integrity of the airplane
and rapid decompression or reduced
controllability of the airplane.
tkelley on DSK3SPTVN1PROD with PROPOSALS
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Inspections With Revised
Service Information
This paragraph restates the requirements of
paragraph (g) of AD 2005–13–05,
Amendment 39–14141 (70 FR 35989, June
22, 2005), with revised service information.
Before the accumulation of 15,000 total flight
cycles, or within 1,000 flight cycles after July
27, 2005 (the effective date of AD 2005–13–
05 whichever is later: Accomplish detailed
and open-hole high frequency eddy current
(HFEC) inspections for cracking of the web,
upper chord, and upper chord strap of the
upper deck floor beams, by doing all the
applicable actions in accordance with Part
3.B.1. of the Accomplishment Instructions of
Boeing Service Bulletin 747–53A2443, dated
May 9, 2002; or Part 1 of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, Revision 2,
dated August 2, 2013. As of the effective date
of this AD, only Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013,
may be used.
(h) Retained Repair With Revised Service
Information and Revised Repair Approval
Language
This paragraph restates the requirements of
paragraph (h) of AD 2005–13–05,
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Amendment 39–14141 (70 FR 35989, June
22, 2005), with revised service information
and revised repair approval language. If any
crack is found during any inspection
required by paragraph (g) of this AD: Before
further flight, accomplish the actions
required by paragraph (h)(1) and (h)(2) of this
AD.
(1) Repair in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, dated May 9,
2002; or Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013;
except where these service bulletins specify
to contact Boeing for appropriate action,
before further flight, repair the cracking using
a method approved in accordance with the
procedures specified in paragraph (o) of this
AD. After the effective date of this AD, only
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(2) Accomplish the inspections and
preventive modification of the floor beams by
doing all the actions in accordance with Part
3.B.2. or Part 3.B.3., as applicable, of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, dated May 9,
2002, or Part 2 or Part 3 of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, Revision 2,
dated August 2, 2013. If any crack is found
during any inspection, before further flight,
repair as required by paragraph (h)(1) of this
AD. After the effective date of this AD, only
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(i) Retained Modification With Revised
Service Information
This paragraph restates the requirements of
paragraph (i) of AD 2005–13–05, Amendment
39–14141 (70 FR 35989, June 22, 2005), with
revised service information. If no crack is
found during any inspection required by
paragraph (g) of this AD: Accomplish the
actions required by either paragraph (i)(1) or
(i)(2) of this AD, at the time specified.
(1) Before further flight: Accomplish the
inspections and preventive modification of
the floor beam by doing all the actions in
accordance with Part 3.B.2 or Part 3.B.3., as
applicable, of the Accomplishment
Instructions of Boeing Service Bulletin 747–
53A2443, dated May 9, 2002; or Part 2 or Part
3 of the Accomplishment Instructions of
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013. If the
preventive modification is performed
concurrently with the inspections required
by paragraph (g) of this AD, the upper chord
straps must be removed when performing the
open-hole HFEC inspection. If any crack is
found during any inspection, before further
flight, repair as required by paragraph (h)(1)
of this AD. After the effective date of this AD,
only Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(2) Before the accumulation of 20,000 total
flight cycles, or within 1,000 flight cycles
after July 27, 2005 (the effective date of AD
2005–13–05, Amendment 39–14141 (70 FR
35989, June 22, 2005), whichever is later:
Accomplish the inspections and preventive
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Sfmt 4702
modification of the upper deck floor beams,
by doing all the actions in accordance with
Part 3.B.2. or 3.B.3. as applicable, of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, dated May 9,
2002; or Part 2 or Part 3, as applicable, of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, Revision 2,
dated August 2, 2013. If any crack is found
during any inspection, before further flight,
repair as required by paragraph (h)(1) of this
AD. After the effective date of this AD, only
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(j) Retained Post-Modification Inspections
With Revised Service Information
This paragraph restates the requirements of
paragraph (j) of AD 2005–13–05, Amendment
39–14141 (70 FR 35989, June 22, 2005), with
revised service information. Within 15,000
flight cycles after accomplishing the
applicable preventive modification required
by paragraph (h)(2), (i)(1), or (i)(2) of this AD:
Accomplish the inspections required by
either paragraph (j)(1) or (j)(2) of this AD; if
any crack is found during any inspection,
before further flight, repair as required by
paragraph (h)(1) of this AD.
(1) Accomplish detailed and surface HFEC
inspections for cracking of the web, upper
chord, and upper chord strap of the upper
deck floor beams, by doing all the applicable
actions in accordance with Part 3.B.4. of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, dated May 9,
2002; or Part 4 of the Accomplishment
Instructions of Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013.
If no crack is found, repeat the inspections
at intervals not to exceed 1,000 flight cycles.
After the effective date of this AD, only
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(2) Accomplish detailed and open-hole
HFEC inspections for cracking of the web,
upper chord, and strap of the upper deck
floor beams, by doing all the applicable
actions in accordance with Part 3.B.5. of the
Accomplishment Instructions of Boeing
Service Bulletin 747–53A2443, dated May 9,
2002; or Part 5 of the Accomplishment
Instructions of Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013.
If no crack is found, repeat the inspections
at intervals not to exceed 5,000 flight cycles.
After the effective date of this AD, only
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013, may be
used.
(k) New Floor Beam Hole Zero-Timing
Within 20,000 flight cycles after
accomplishing the preventive modification of
the Station 340 to Station 520 upper deck
floor beams specified in paragraph (h)(2),
(i)(1), or (i)(2) of this AD, or within 1,000
flight cycles after the effective date of this
AD, whichever occurs later: Accomplish the
floor beam hole zero-timing in accordance
with Part 6. of the Accomplishment
Instructions of Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013.
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(l) New Post-Floor Beam Hole Zero-Timing
Inspections
Within 15,000 flight cycles after
accomplishing the floor beam hole zerotiming required by paragraph (k) of this AD:
Accomplish the inspections required by
either paragraph (l)(1) or (l)(2) of this AD; if
any cracking is found during any inspection,
before further flight, repair as required by
paragraph (h)(1) of this AD.
(1) Accomplish detailed and surface HFEC
inspections for cracking of the web, upper
chord, and straps of the Station 340 to
Station 520 upper deck floor beams, by doing
all the applicable actions, in accordance with
Part 4 of the Accomplishment Instructions of
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013. If no
cracking is found, repeat the inspections at
intervals not to exceed 1,000 flight cycles.
(2) Accomplish detailed and open-hole
HFEC inspections for cracking of the web,
upper chord, and straps of the Station 340 to
Station 520 upper deck floor beams, by doing
all the applicable actions, in accordance with
Part 5. of the Accomplishment Instructions of
Boeing Service Bulletin 747–53A2443,
Revision 2, dated August 2, 2013. If no
cracking is found, repeat the inspections at
intervals not to exceed 5,000 flight cycles.
(m) Exception to Service Information
Where Boeing Service Bulletin 747–
53A2443, Revision 2, dated August 2, 2013,
specifies a compliance time ‘‘after the
revision date on this service bulletin,’’ this
AD requires compliance within the specified
compliance time after the effective date of
this AD.
tkelley on DSK3SPTVN1PROD with PROPOSALS
(n) Credit for Previous Actions
This paragraph provides credit for the
inspections, repairs, and modification
required by paragraphs (g) through (j) of this
AD, if the corresponding actions were
performed before the effective date of this AD
using Boeing Service Bulletin 747–53A2443,
Revision 1, dated June 25, 2009.
(o) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in
paragraph (p)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
to make those findings. For a repair method
VerDate Mar<15>2010
16:23 Mar 24, 2014
Jkt 232001
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 for AD 2005–13–05,
Amendment 39–14141 (70 FR 35989, June
22, 2005), are approved as AMOCs for the
corresponding requirements of paragraphs (g)
through (j) (the retained actions) of this AD.
16245
DEPARTMENT OF TRANSPORTATION
rudder system, and resultant airframe
vibration, leading to compromise of the
flutter margins of the airplane.
DATES: We must receive comments on
this proposed AD by May 9, 2014.
ADDRESSES: You may send comments 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Bombardier,
Inc., Q-Series Technical Help Desk, 123
Garratt Boulevard, Toronto, Ontario
M3K 1Y5, Canada; telephone 416–375–
4000; fax 416–375–4539; email
thd.qseries@aero.bombardier.com;
Internet https://www.bombardier.com.
You may view this referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221.
Federal Aviation Administration
Examining the AD Docket
(p) Related Information
(1) For more information about this AD,
contact Nathan Weigand, Aerospace
Engineer, Airframe Branch, ANM–120S,
FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA
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, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com. You
may review copies of the referenced service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
WA. For information on the availability of
this material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on March
17, 2014.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–06494 Filed 3–24–14; 8:45 am]
BILLING CODE 4910–13–P
14 CFR Part 39
[Docket No. FAA–2014–0144; Directorate
Identifier 2013–NM–232–AD]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Bombardier Model DHC–8–400, –401,
and –402 airplanes. This proposed AD
was prompted by reports of rudder
bearings falling out of the fore rudder
hinge bracket during assembly. This
proposed AD would require a proof load
test and detailed inspections; and
installation of a new bearing, reaming,
or repair of the bearing if necessary. We
are proposing this AD to detect and
correct improper bearing installation,
which could result in abnormal wear
and potential increased freeplay in the
SUMMARY:
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0144; 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 Operations
office (telephone (800) 647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT:
Ricardo Garcia, Aerospace Engineer,
Airframe and Mechanical Systems
Branch, ANE–171, FAA, New York
Aircraft Certification Office (ACO), 1600
Stewart Avenue, Suite 410, Westbury,
NY 11590; telephone 516–228–7331; fax
516–794–5531.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
E:\FR\FM\25MRP1.SGM
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]]>Agencies
[Federal Register Volume 79, Number 57 (Tuesday, March 25, 2014)]
[Proposed Rules]
[Pages 16241-16245]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-06494]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0170; Directorate Identifier 2013-NM-169-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 2005-13-
05, which applies to certain Boeing Model 747-400F series airplanes. AD
2005-13-05 currently requires inspections for cracking of the web,
upper chord, and upper chord strap of the upper deck floor beams, and
repair of any cracking. AD 2005-13-05 also requires a preventive
modification of the upper deck floor beams, and repetitive inspections
for cracking after accomplishing the modification. Since we issued AD
2005-13-05, the upper chords of the upper deck floor beams at certain
stations have been determined to be structures that are susceptible to
widespread fatigue damage, and certain airplanes with an initial
modification require a second modification for the airplane to meet its
limit of validity (LOV). This proposed AD would require that second
modification and repetitive inspections for cracking and repair if
necessary. We are proposing this AD to detect and correct fatigue
cracking in certain upper chords of the upper deck floor beam, which
could result in reduced structural integrity of the airplane and rapid
decompression or reduced controllability of the airplane.
DATES: We must receive comments on this proposed AD by May 9, 2014.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
[[Page 16242]]
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information
at the FAA, 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 by searching for and locating Docket No. FAA-2014-
0170; 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: Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6428; fax: 425-917-6590; email: Nathan.P.Weigand@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-2014-0170;
Directorate Identifier 2013-NM-169-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
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that design
approval holders (DAHs) establish LOV of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
On June 10, 2005, we issued AD 2005-13-05, Amendment 39-14141 (70
FR 35989, June 22, 2005) for certain Boeing Model 747-400F series
airplanes. AD 2005-13-05 requires initial detailed and open-hole high
frequency eddy current inspections for cracking of the web, upper
chord, and upper chord strap of the upper deck floor beams, and repair
of any cracking. AD 2005-13-05 also requires a preventive modification
of the upper deck floor beams, and repetitive inspections for cracking
after accomplishing the modification. AD 2005-13-05 resulted from
reports of fatigue cracking found on the upper deck floor beam to frame
attachment points. We issued AD 2005-13-05 to prevent fatigue cracks in
the upper chord, upper chord strap, and the web of the upper deck floor
beams and resultant failure of the floor beams.
Actions Since AD 2005-13-05, Amendment 39-14141 (70 FR 35989, June 22,
2005) Was Issued
Since we issued AD 2005-13-05, Amendment 39-14141 (70 FR 35989,
June 22, 2005), we received reports that indicate that the upper chords
of the upper deck floor beams at stations (STA) 340 through 520 have
been determined to be structures that are susceptible to widespread
fatigue damage, and airplanes that had an initial modification done
before 15,000 total flight cycles require a second fastener hole zero-
timing modification for the airplane to meet its LOV.
Relevant Service Information
We reviewed Boeing Service Bulletin 747-53A2443, Revision 2, dated
August 2, 2013. For information on the procedures and compliance times,
see
[[Page 16243]]
this service information at https://www.regulations.gov by searching for
Docket No. FAA-2014-0170.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain all of the requirements of AD 2005-
13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005). This proposed
AD would also require accomplishing the actions specified in the
service information described previously.
Difference Between This Proposed AD and Service Information
The service bulletin specifies to contact the manufacturer for
instructions on how to repair certain conditions, but this proposed AD
would require repairing those conditions in one of the following ways:
In accordance with a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes Organization Designation Authorization (ODA) whom we have
authorized to make those findings.
Explanation of Compliance Time
The compliance time for the modification specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is modified before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 13 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Pre-modification inspections 11 work-hours x $85 $0................. $935 $12,155.
[retained actions from AD 2005- per hour = $935.
13-05, Amendment 39-14141 (70 FR
35989, June 22, 2005).
Modification/inspections done Up to 524 work-hours Up to 14,874....... 59,414 772,382.
during modification [retained x $85 per hour =
actions from AD 2005[dash]13-05, $44,540.
Amendment 39-14141 (70 FR 35989,
June 22, 2005).
Post-modification inspections 66 work-hours x $85 0.................. 5,610 72,930.
[retained actions from AD 2005- per hour = $5,610.
13-05, Amendment 39-14141 (70 FR
35989, June 22, 2005).
Zero-Timing Procedure Option 1 71 work-hours x $85 0.................. 6,035 Up to 78,455.
(including inspections) per hour = $6,035.
(proposed action).
Zero-Timing Procedure Option 2 103 work-hours x $85 0.................. 8,755 Up to 113,815.
(including inspections) per hour = $8,755.
(proposed action).
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD. We have no way of determining the number of products that may need
these actions.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. Amend Sec. 39.13 by removing Airworthiness Directive (AD) 2005-13-
05, Amendment 39-14141 (70 FR 35989, June 22, 2005), and adding the
following new AD:
[[Page 16244]]
The Boeing Company: Docket No. FAA-2014-0170; Directorate Identifier
2013-NM-169-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by May 9, 2014.
(b) Affected ADs
This AD supersedes AD 2005-13-05, Amendment 39-14141 (70 FR
35989, June 22, 2005).
(c) Applicability
This AD applies to The Boeing Company Model 747-400F series
airplanes, certificated in any category, as identified in Boeing
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report indicating that the upper
chords of the upper deck floor floor beams at stations (STA) 340
through 520 have been determined to be structures that are
susceptible to widespread fatigue damage, and airplanes that had an
initial modification done before 15,000 total flight cycles require
a second fastener hole zero-timing modification for the airplane to
meet its limit of validity (LOV). We are issuing this AD to detect
and correct fatigue cracking in certain upper chords of the upper
deck floor beam, which could result in reduced structural integrity
of the airplane and rapid decompression or reduced controllability
of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Inspections With Revised Service Information
This paragraph restates the requirements of paragraph (g) of AD
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with
revised service information. Before the accumulation of 15,000 total
flight cycles, or within 1,000 flight cycles after July 27, 2005
(the effective date of AD 2005-13-05 whichever is later: Accomplish
detailed and open-hole high frequency eddy current (HFEC)
inspections for cracking of the web, upper chord, and upper chord
strap of the upper deck floor beams, by doing all the applicable
actions in accordance with Part 3.B.1. of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, dated May 9,
2002; or Part 1 of the Accomplishment Instructions of Boeing Service
Bulletin 747-53A2443, Revision 2, dated August 2, 2013. As of the
effective date of this AD, only Boeing Service Bulletin 747-53A2443,
Revision 2, dated August 2, 2013, may be used.
(h) Retained Repair With Revised Service Information and Revised Repair
Approval Language
This paragraph restates the requirements of paragraph (h) of AD
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with
revised service information and revised repair approval language. If
any crack is found during any inspection required by paragraph (g)
of this AD: Before further flight, accomplish the actions required
by paragraph (h)(1) and (h)(2) of this AD.
(1) Repair in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 747-53A2443, dated May 9, 2002; or Boeing
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013;
except where these service bulletins specify to contact Boeing for
appropriate action, before further flight, repair the cracking using
a method approved in accordance with the procedures specified in
paragraph (o) of this AD. After the effective date of this AD, only
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2,
2013, may be used.
(2) Accomplish the inspections and preventive modification of
the floor beams by doing all the actions in accordance with Part
3.B.2. or Part 3.B.3., as applicable, of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, dated May 9,
2002, or Part 2 or Part 3 of the Accomplishment Instructions of
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2,
2013. If any crack is found during any inspection, before further
flight, repair as required by paragraph (h)(1) of this AD. After the
effective date of this AD, only Boeing Service Bulletin 747-53A2443,
Revision 2, dated August 2, 2013, may be used.
(i) Retained Modification With Revised Service Information
This paragraph restates the requirements of paragraph (i) of AD
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with
revised service information. If no crack is found during any
inspection required by paragraph (g) of this AD: Accomplish the
actions required by either paragraph (i)(1) or (i)(2) of this AD, at
the time specified.
(1) Before further flight: Accomplish the inspections and
preventive modification of the floor beam by doing all the actions
in accordance with Part 3.B.2 or Part 3.B.3., as applicable, of the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443,
dated May 9, 2002; or Part 2 or Part 3 of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2,
dated August 2, 2013. If the preventive modification is performed
concurrently with the inspections required by paragraph (g) of this
AD, the upper chord straps must be removed when performing the open-
hole HFEC inspection. If any crack is found during any inspection,
before further flight, repair as required by paragraph (h)(1) of
this AD. After the effective date of this AD, only Boeing Service
Bulletin 747-53A2443, Revision 2, dated August 2, 2013, may be used.
(2) Before the accumulation of 20,000 total flight cycles, or
within 1,000 flight cycles after July 27, 2005 (the effective date
of AD 2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005),
whichever is later: Accomplish the inspections and preventive
modification of the upper deck floor beams, by doing all the actions
in accordance with Part 3.B.2. or 3.B.3. as applicable, of the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443,
dated May 9, 2002; or Part 2 or Part 3, as applicable, of the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443,
Revision 2, dated August 2, 2013. If any crack is found during any
inspection, before further flight, repair as required by paragraph
(h)(1) of this AD. After the effective date of this AD, only Boeing
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013, may
be used.
(j) Retained Post-Modification Inspections With Revised Service
Information
This paragraph restates the requirements of paragraph (j) of AD
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with
revised service information. Within 15,000 flight cycles after
accomplishing the applicable preventive modification required by
paragraph (h)(2), (i)(1), or (i)(2) of this AD: Accomplish the
inspections required by either paragraph (j)(1) or (j)(2) of this
AD; if any crack is found during any inspection, before further
flight, repair as required by paragraph (h)(1) of this AD.
(1) Accomplish detailed and surface HFEC inspections for
cracking of the web, upper chord, and upper chord strap of the upper
deck floor beams, by doing all the applicable actions in accordance
with Part 3.B.4. of the Accomplishment Instructions of Boeing
Service Bulletin 747-53A2443, dated May 9, 2002; or Part 4 of the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443,
Revision 2, dated August 2, 2013. If no crack is found, repeat the
inspections at intervals not to exceed 1,000 flight cycles. After
the effective date of this AD, only Boeing Service Bulletin 747-
53A2443, Revision 2, dated August 2, 2013, may be used.
(2) Accomplish detailed and open-hole HFEC inspections for
cracking of the web, upper chord, and strap of the upper deck floor
beams, by doing all the applicable actions in accordance with Part
3.B.5. of the Accomplishment Instructions of Boeing Service Bulletin
747-53A2443, dated May 9, 2002; or Part 5 of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2,
dated August 2, 2013. If no crack is found, repeat the inspections
at intervals not to exceed 5,000 flight cycles. After the effective
date of this AD, only Boeing Service Bulletin 747-53A2443, Revision
2, dated August 2, 2013, may be used.
(k) New Floor Beam Hole Zero-Timing
Within 20,000 flight cycles after accomplishing the preventive
modification of the Station 340 to Station 520 upper deck floor
beams specified in paragraph (h)(2), (i)(1), or (i)(2) of this AD,
or within 1,000 flight cycles after the effective date of this AD,
whichever occurs later: Accomplish the floor beam hole zero-timing
in accordance with Part 6. of the Accomplishment Instructions of
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2,
2013.
[[Page 16245]]
(l) New Post-Floor Beam Hole Zero-Timing Inspections
Within 15,000 flight cycles after accomplishing the floor beam
hole zero-timing required by paragraph (k) of this AD: Accomplish
the inspections required by either paragraph (l)(1) or (l)(2) of
this AD; if any cracking is found during any inspection, before
further flight, repair as required by paragraph (h)(1) of this AD.
(1) Accomplish detailed and surface HFEC inspections for
cracking of the web, upper chord, and straps of the Station 340 to
Station 520 upper deck floor beams, by doing all the applicable
actions, in accordance with Part 4 of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2,
dated August 2, 2013. If no cracking is found, repeat the
inspections at intervals not to exceed 1,000 flight cycles.
(2) Accomplish detailed and open-hole HFEC inspections for
cracking of the web, upper chord, and straps of the Station 340 to
Station 520 upper deck floor beams, by doing all the applicable
actions, in accordance with Part 5. of the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2,
dated August 2, 2013. If no cracking is found, repeat the
inspections at intervals not to exceed 5,000 flight cycles.
(m) Exception to Service Information
Where Boeing Service Bulletin 747-53A2443, Revision 2, dated
August 2, 2013, specifies a compliance time ``after the revision
date on this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(n) Credit for Previous Actions
This paragraph provides credit for the inspections, repairs, and
modification required by paragraphs (g) through (j) of this AD, if
the corresponding actions were performed before the effective date
of this AD using Boeing Service Bulletin 747-53A2443, Revision 1,
dated June 25, 2009.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in paragraph (p)(1) of this AD.
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by 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 for AD 2005-13-05, Amendment 39-14141 (70 FR
35989, June 22, 2005), are approved as AMOCs for the corresponding
requirements of paragraphs (g) through (j) (the retained actions) of
this AD.
(p) Related Information
(1) For more information about this AD, contact Nathan Weigand,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 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, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For information on the availability of
this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on March 17, 2014.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-06494 Filed 3-24-14; 8:45 am]
BILLING CODE 4910-13-P
