Airworthiness Directives; The Boeing Company Airplanes, 30756-30762 [2014-12479]
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30756
Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules
259, 5910163–260, 5910163–261, 5910163–
262, 5910163–263, SR09530001–3,
SR09530001–5, SR09530001–6,
SR09530001–7, SR09530001–8,
SR09530001–9, SR09530001–29,
SR09530001–30, SR09530001–31,
SR09530001–32, SR09530001–33,
SR09530001–35, SR09530056–3,
SR09530056–5, SR09530056–6,
SR09530056–7, SR09530056–8,
SR09530056–9, SR09530056–11,
SR09530056–13, SR09530056–14,
SR09530056–15, SR09530056–16,
SR09530056–17, SR09530056–19,
SR09530056–21, SR09530056–22,
SR09530056–23, SR09530056–24, or
SR09530056–25, is installed: At the
applicable time specified in paragraph (i)(1)
or (i)(2) of this AD, do a general visual and
low frequency eddy current (LFEC)
inspection (Option I), or a high and low
frequency eddy current inspection (Option
II), for cracking of the improved tee sections,
in accordance with the Accomplishment
Instructions of McDonnell Douglas DC–9
Alert Service Bulletin A53–231, Revision 2,
dated June 25, 1993, including Service
Sketch 3683D, Revision C, dated July 19,
1989.
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(i) Compliance Times
(1) For Option I and Option II inspections
specified in paragraph (h) of this AD: If the
time of installation of an improved tee
section having a part number listed in
paragraph (h) of this AD is known, do the
initial inspection required by paragraph (h)
of this AD within 50,000 flight cycles after
installation of the improved tee section, or
within 1,500 flight cycles after the effective
date of this AD, whichever occurs later.
(2) For Option I and Option II inspections
specified in paragraph (h) of this AD: If the
time of installation of an improved tee
section having a part number identified in
paragraph (h) of this AD is not known, do the
initial inspection required by paragraph (h)
of this AD before the accumulation of 75,000
total flight cycles, or within 1,500 flight
cycles after the effective date of this AD,
whichever occurs later.
(j) Repetitive Inspections
If no cracking is found during the
inspection required by paragraph (h) of this
AD: Do the actions specified in paragraph
(j)(1) or (j)(2) of this AD, as applicable, in
accordance with the Accomplishment
Instructions of McDonnell Douglas DC–9
Alert Service Bulletin A53–231, Revision 2,
dated June 25, 1993, including Service
Sketch 3683D, Revision C, dated July 19,
1989.
(1) For Option I: If Option I was used for
the inspection required by paragraph (h) of
this AD, do the actions at the applicable
intervals, as specified in paragraphs (j)(1)(i),
(j)(1)(ii), and (j)(1)(iii) of this AD.
(i) Repeat the LFEC inspection for cracking
of the side areas above the floor between
longerons L7 and L17 on the fuselage left and
right sides, at intervals not to exceed 2,000
flight cycles.
(ii) Repeat the general visual inspection for
cracking of the top and lower areas from
longeron L7 left side to L7 right side, and
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lower fuselage longeron L17 to L20 on the
fuselage left and right sides, at intervals not
to exceed 1,500 flight cycles.
(iii) Repeat the general visual inspection
for cracking of the bottom areas from
longeron L20 left side to L20 right side, at
intervals not to exceed 3,500 flight cycles.
(2) For Option II: If Option II was used for
the inspection required by paragraph (h) of
this AD, repeat the high and low eddy
frequency eddy current inspections for
cracking around the entire periphery of the
fuselage from the forward side of the
bulkhead at intervals not to exceed 2,500
flight cycles.
(k) Corrective Action and Post-Replacement
Inspections
If any cracking is found during any
inspection required by paragraph (h) or (j) of
this AD: Before further pressurized flight,
replace each cracked tee section with an
airworthy tee section having a part number
identified in paragraph (h) of this AD, or with
an original tee section having P/N 5910163–
89, 5910163–91, 5910163–92, 5910163–93,
5910163–94, or 5910163–95, in accordance
with the Accomplishment Instructions of
McDonnell Douglas DC–9 Alert Service
Bulletin A53–231, Revision 2, dated June 25,
1993, including Service Sketch 3683D,
Revision C, dated July 19, 1989.
(1) If the tee section is replaced with an
improved tee section listed in paragraph (h)
of this AD, prior to the accumulation of
50,000 flight cycles after installation, inspect
the tee section in accordance with paragraph
(h) of this AD and do all applicable corrective
actions and repetitive inspections in
accordance with and at the times specified in
paragraphs (j) and (k) of this AD.
(2) If the tee section is replaced with an
original tee section listed in paragraph (k) of
this AD, prior to the accumulation of 25,000
flight cycles after installation, inspect the tee
section in accordance with paragraph (h) of
this AD and do all applicable corrective
actions and repetitive inspections in
accordance with and at the times specified in
paragraphs (j) and (k) of this AD.
(l) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles 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 (m)(1) of this AD. Information may
be emailed to: 9-ANM-LAACO-AMOCREQUESTS@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
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been authorized by the Manager, Los Angeles
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane and 14
CFR 25.571, Amendment 45, and the
approval must specifically refer to this AD.
(m) Related Information
(1) For more information about this AD,
contact Eric Schrieber, Aerospace Engineer,
Airframe Branch, ANM–120L, FAA, Los
Angeles Aircraft Certification Office, 3960
Paramount Boulevard, Lakewood, CA 90712–
4137; phone: 562–627–5348; fax: 562–627–
5210; email: eric.schrieber@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, 3855 Lakewood Boulevard, MC
D800–0019, Long Beach, CA 90846–0001;
telephone 206–544–5000, extension 2; fax
206–766–5683; Internet https://
www.myboeingfleet.com. You may view this
referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information
on the availability of this material at the
FAA, call 425–227–1221.
Issued in Renton, Washington, on May 16,
2014.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–12475 Filed 5–28–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0289; Directorate
Identifier 2013–NM–146–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 2012–13–
08, which applies to certain The Boeing
Company Model 747–100, 747–100B,
747–200B, 747–200C, 747–200F, 747–
400F, 747SR, and 747SP series
airplanes, without a stretched upper
deck or stretched upper deck
modification. AD 2012–13–08 currently
requires repetitive inspections of
tension ties and surrounding structure
for cracking, additional inspections for
certain airplanes, and related
investigative and corrective actions if
necessary. AD 2012–13–08 also
currently requires modification of
tension tie structure or tension tie and
SUMMARY:
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frame structure at specified stations, a
post-modification inspection of any
modified area for cracking, repetitive
inspections for cracking in the
unmodified areas of the tension tie
structure and frame structure at certain
stations, and repair if necessary. Since
we issued AD 2012–13–08, the
manufacturer conducted a widespread
fatigue damage analysis and determined
that additional inspections are
necessary. This proposed AD would
add, for certain airplanes, surface high
frequency eddy current (HFEC)
inspections for cracking in unmodified
center section tension ties, and repair if
necessary; repetitive post-modification
eddy current inspections for cracking of
modified and unmodified areas, and
repair if necessary; a new modification
(replacement) of tension tie and frame
structures; and repetitive inspections of
tension ties and surrounding structure
for cracking, and related investigative
and corrective actions if necessary. This
proposed AD also reduces an inspection
interval. We are proposing this AD to
prevent tension ties from becoming
severed or disconnected from the
frames, which could lead to reduced
structural integrity and sudden
decompression of the airplane in flight.
DATES: We must receive comments on
this proposed AD by July 14, 2014.
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 proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
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www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0289; 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, Seattle
Aircraft Certification Office (ACO),
FAA, 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–2014–0289; Directorate Identifier
2013–NM–146–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, 2012, we issued AD
2012–13–08, Amendment 39–17110 (77
FR 40481, July 10, 2012), for certain The
Boeing Company Model 747–100, 747–
100B, 747–200B, 747–200C, 747–200F,
747–400F, 747SR, and 747SP series
airplanes, without a stretched upper
deck or stretched upper deck
modification. AD 2012–13–08
supersedes AD 2006–01–07,
Amendment 39–14446 (71 FR 1947,
January 12, 2006), and requires
repetitive inspections for cracking in the
tension ties and the surrounding
structure, and related investigative and
corrective actions if necessary. AD
2012–13–08 also requires, for certain
airplanes, modifying the tension tie
structure or tension tie and frame
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30757
structure at certain stations; a postmodification inspection of the modified
area; and post-modification repetitive
inspections of the unmodified area and
repair if necessary. AD 2012–13–08 also
requires, for certain airplanes,
additional inspections. AD 2012–13–08
resulted from reports that certain
airplanes have tension ties that are
susceptible to widespread fatigue
damage, reports of cracks on the forward
and aft tension tie channels at station
(STA) 740 and STA 760, and a
determination that initial inspection
intervals required by AD 2006–01–07
needed to be reduced. We issued AD
2012–13–08 to prevent tension ties from
becoming severed or disconnected from
the frames, which could lead to rapid
in-flight decompression.
Widespread Fatigue Damage
Structural fatigue damage is
progressive. It begins as minute cracks,
and those cracks grow under the action
of repeated stresses. This can happen
because of normal operational
conditions and design attributes, or
because of isolated situations or
incidents such as material defects, poor
fabrication quality, or corrosion pits,
dings, or scratches. Fatigue damage can
occur locally, in small areas or
structural design details, or globally.
Global fatigue damage is general
degradation of large areas of structure
with similar structural details and stress
levels. Multiple-site damage is global
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Global damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-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)
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establish a limit of validity (LOV) of the
engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD final 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.
Tension ties have been determined to
be structure that is susceptible to WFD.
WFD can cause tension ties to become
severed or disconnected from the
frames. Severed or disconnected tension
ties or frames at multiple locations
could result in reduced structural
integrity and sudden decompression of
the airplane in flight.
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Actions Since AD 2012–13–08,
Amendment 39–17110 (77 FR 40481,
July 10, 2012) Was Issued
Since we issued AD 2012–13–08,
Amendment 39–17110 (77 FR 40481,
July 10, 2012), Boeing conducted the
WFD analysis and determined that
additional inspections are needed, the
interval for the repetitive inspections for
cracking in the unmodified areas of the
tension tie structure and frame structure
should be reduced, and, for certain
airplanes, a new modification of tension
tie and frame structures is necessary.
The additional inspections include
surface HFEC inspections for cracking
in unmodified center section tension
ties, and repetitive post-modification
eddy current inspections for cracking in
modified and unmodified areas.
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Relevant Service Information
We reviewed Boeing Alert Service
Bulletin 747–53A2605, Revision 3,
dated July 10, 2013. For information on
the procedures and compliance times,
see this service information at https://
www.regulations.gov by searching for
Docket No. FAA–2014–0289.
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
completely restate the requirements of
AD 2012–13–08, Amendment 39–17110
(77 FR 40481, July 10, 2012), this
proposed AD would retain certain
requirements of AD 2012–13–08 in
paragraphs (g), (h), and (i) of this
proposed AD. Actions specified in
Boeing Alert Service Bulletin 747–
53A2605, Revision 1, dated May 27,
2010, that are required by AD 2012–13–
08 are not restated but are retained in
paragraphs (j) and (k) of this proposed
AD.
This proposed AD would also require,
for certain airplanes, surface HFEC
inspections for cracking in unmodified
center section tension ties, and repair if
necessary. In addition, this proposed
AD would require, for certain airplanes,
repetitive post-modification eddy
current inspections for cracking of
modified and unmodified areas and
repair if necessary. Furthermore, this
proposed AD would also require, for
certain airplanes, a new modification of
tension tie and frame structures, and
repetitive inspections of tension ties and
surrounding structure for cracking, and
related investigative and corrective
actions if necessary. This proposed AD
would also reduce the interval for the
repetitive inspections for cracking in the
unmodified areas of the tension tie
structure and frame structure.
The phrase ‘‘related investigative
actions’’ is used in this proposed AD.
‘‘Related investigative actions’’ are
follow-on actions that (1) are related to
the primary action, and (2) further
investigate the nature of any condition
found. Related investigative actions in
an AD could include, for example,
inspections.
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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.
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.
Differences Between This Proposed AD
and the Service Information
The service information 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.
Concurrent Actions
This proposed AD would require that
certain actions be done concurrently.
Table 1 in Paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2605, Revision 3,
dated July 10, 2013, specifies to
concurrently do the tension tie and
frame modification and surface HFEC
inspection for cracks in the tension tie
center sections: Therefore, paragraph (j)
of this proposed AD would require that
the HFEC inspections be done
concurrently with the tension tie and
frame modification.
Costs of Compliance
We estimate that this proposed AD
affects 86 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
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Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Cost on U.S.
operators
Inspection (retained from AD 2012–13–
08, Amendment 39–17110 (77 FR
40481, July 10, 2012)).
8 work-hours per tension tie location,
between 8 and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour
= between $5,440 and $8,160.
6 work-hours × $85 per hour = $510 ..
$0 ..........................
Between $5,440
and $8,160 per
inspection cycle.
Between $467,840
and $701,760
per inspection
cycle.
None .....................
$510 ......................
$43,860.
Between $18,657
and $658,423.
Between $20,697
and $669,473.
Between
$1,779,942 and
$57,574,678.
None .....................
Between $1,360
and $2,040, per
inspection cycle.
Between $116,960
and $175,440.
None .....................
Between $1,360
and $2,040.
Between $116,960
and $175,440.
Up to $658,423 .....
Up to $691,318 .....
Up to $691,318.
None .....................
$1,530 for each
tension tie, per
inspection cycle.
Up to $10,200 .......
$131,580 for each
tension tie, per
inspection cycle.
Up to $877,200.
One-time inspection for Group 2 airplanes, (retained from AD 2012–13–
08, Amendment 39–17110 (77 FR
40481, July 10, 2012)).
Modification (retained from AD 2012–
13–08, Amendment 39–17110 (77
FR 40481, July 10, 2012)).
Inspection for unmodified area (retained
from
AD
2012–13–08,
Amendment 39–17110 (77 FR
40481, July 10, 2012)).
Inspection for modified area (retained
from AD 2012–13–08, Amendment
39–17110 (77 FR 40481, July 10,
2012)).
Modification [new proposed action] (1
U.S.-registered airplane).
Post-modification eddy current inspection of all areas [new proposed action].
Surface high frequency eddy current
inspection of unmodified tension tie
center sections [new proposed action].
Between 24 and 130 work-hours, depending on station location × $85
per hour = between $2,040 and
11,050.
2 per tension tie location, between 8
and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour = between
$1,360 and $2,040.
2 per tension tie location, between 8
and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour = between
$1,360 and $2,040.
Up to 387 work-hours, depending on
station location × $85 per hour = up
to $32,895.
18 work-hours × $85 per hour =
$1,530 for each tension tie.
Up to120 work-hours, depending on
airplane configuration × $85 per
hour = Up to $10,200.
We have received no definitive data
that would enable us to provide cost
estimates for the on-condition actions
specified in this proposed AD.
Regulatory Findings
emcdonald on DSK67QTVN1PROD with PROPOSALS
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.
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None .....................
The Proposed Amendment
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.
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) 2012–13–
08, Amendment 39–17110 (77 FR
40484), and adding the following new
AD:
■
The Boeing Company: Docket No. FAA–
2014–0289; Directorate Identifier 2013–
NM–146–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by July 14, 2014.
List of Subjects in 14 CFR Part 39
(b) Affected ADs
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
This AD supersedes AD 2012–13–08,
Amendment 39–17110 (77 FR 40481, July 10,
2012).
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(c) Applicability
This AD applies to The Boeing Company
Model 747–100, 747–100B, 747–200B, 747–
200C, 747–200F, 747–400F, 747SR, and
747SP series airplanes, certificated in any
category, as identified in Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an analysis by
the manufacturer indicating that tension ties
are susceptible to widespread fatigue
damage. The actions were developed to
support the airplane’s limit of validity of the
engineering data that support the established
structural maintenance program. We are
issuing this AD to prevent tension ties from
becoming severed or disconnected from the
frames, which could lead to reduced
structural integrity and sudden
decompression of the airplane in flight.
emcdonald on DSK67QTVN1PROD with PROPOSALS
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Actions for Certain Airplanes
This paragraph restates the requirements of
paragraph (g) of AD 2012–13–08,
Amendment 39–17110 (77 FR 40481, July 10,
2012). For Group 1, and Groups 3 through 6
airplanes identified in Boeing Special
Attention Service Bulletin 747–53–2502,
dated April 21, 2005: At the applicable time
in paragraph (g)(1) or (g)(2) of this AD, do
detailed and high-frequency eddy current
(HFEC) inspections for cracking of each
affected tension tie and of the surrounding
structure. If any cracking is found: Before
further flight, do all applicable corrective and
related investigative actions. Do all actions in
accordance with the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 747–53–2502, dated April
21, 2005; or Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010. Where Boeing Special Attention
Service Bulletin 747–53–2502, dated April
21, 2005; or Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010; specifies to contact Boeing for repair
instructions: Before further flight, repair the
area using a method approved in accordance
with the procedures specified in paragraph
(n) of this AD. As of August 14, 2012 (the
effective date of AD 2012–13–08), only
Boeing Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010, may be used
to accomplish the actions required in this
paragraph.
(1) For airplanes identified in Boeing
Special Attention Service Bulletin 747–53–
2502, dated April 21, 2005, as Groups 1, 3,
and 6 airplanes: Do the first inspections
before the accumulation of 20,000 total flight
cycles, or within 1,000 flight cycles after
February 16, 2006 (the effective date of AD
2006–01–07, Amendment 39–14446 (71 FR
1947, January 12, 2006)), whichever occurs
later; and repeat the inspections thereafter at
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intervals not to exceed 4,000 flight cycles
until the modification required by paragraph
(j) of this AD is accomplished.
(2) For airplanes identified in Boeing
Special Attention Service Bulletin 747–53–
2502, dated April 21, 2005, as Groups 4 and
5 airplanes: Do the first inspections before
the accumulation of 17,000 total flight cycles,
or within 1,000 flight cycles after February
16, 2006 (the effective date of AD 2006–01–
07, Amendment 39–14446 (71 FR 1947,
January 12, 2006)), whichever occurs later;
and repeat the inspections thereafter at
intervals not to exceed 3,000 flight cycles
until the modification required by paragraph
(j) of this AD is accomplished.
(h) Retained Inspections for Group 2
Airplanes
This paragraph restates the requirements of
paragraph (h) of 2012–13–08, Amendment
39–117110 (77 FR 40481, July 10, 2012). For
Group 2 airplanes identified in Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010: At the applicable times
specified in paragraphs (h)(1) and (h)(2) of
this AD, do detailed and HFEC inspections
for cracking of each affected tension tie and
of the surrounding structure, in accordance
with the Accomplishment Instructions of
Boeing Special Attention Service Bulletin
747–53–2502, dated April 21, 2005; or
Boeing Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010. If any
cracking is found: Before further flight, do all
applicable corrective and related
investigative actions. Do all actions in
accordance with the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 747–53–2502, dated April
21, 2005; or Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010. Where Boeing Special Attention
Service Bulletin 747–53–2502, dated April
21, 2005; or Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010; specify to contact Boeing for repair
instructions: Before further flight, repair the
area using a method approved in accordance
with the procedures specified in paragraph
(n) of this AD. As of August 14, 2012 (the
effective date of AD 2012–13–08,
Amendment 39–17110 (77 FR 40481, July 10,
2012)), only Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010, may be used to accomplish the actions
required by this paragraph. Repeat the
inspections thereafter at intervals not to
exceed 3,000 flight cycles until the
modification required by paragraph (j) of this
AD is accomplished.
(1) For stations (STA) 780 through 940:
Before the accumulation of 17,000 total flight
cycles, or within 1,000 flight cycles after
February 16, 2006 (the effective date of AD
2006–01–07, Amendment 39–14446 (71 FR
1947, January 12, 2006)), whichever occurs
later.
(2) For STA 720, 740, and 760: At the
earlier of the times specified in paragraph
(h)(2)(i) or (h)(2)(ii) of this AD.
(i) Before the accumulation of 17,000 total
flight cycles, or within 1,000 flight cycles
after February 16, 2006 (the effective date of
AD 2006–01–07, Amendment 39–14446 (71
FR 1947, January 12, 2006)), whichever
occurs later.
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(ii) Before the accumulation of 8,000 total
flight cycles, or within 1,000 flight cycles
after August 14, 2012 (the effective date of
this AD 2012–13–08, Amendment 39–17110
(77 FR 40481, July 10, 2012)), whichever
occurs later.
(i) Retained One-Time Inspection for Group
2 Airplanes
This paragraph restates the requirements of
paragraph (i) of AD 2012–13–08, Amendment
39–17110 (77 FR 40481, July 10, 2012). For
airplanes identified in Boeing Alert Service
Bulletin 747–53A2502, Revision 1, dated
June 17, 2010, as Group 2 airplanes: Before
the accumulation of 8,000 total flight cycles,
or within 1,000 flight cycles after August 14,
2012 (the effective date of AD 2012–13–08),
whichever occurs later, do a general visual
inspection for correct configuration, as
identified in Boeing Alert Service Bulletin
747–53A2502, Revision 1, dated June 17,
2010, of each affected tension tie and of the
surrounding structure, in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010.
(1) If all tension ties match the correct
configurations specified in the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010, no further work is
required by this paragraph.
(2) If any incorrect configuration is found,
before further flight, do detailed and open
fastener-hole HFEC inspections for cracking
in the tension tie and frame, in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010.
(i) If no crack is found during the
inspections required by paragraph (i)(2) of
this AD: Before further flight, install the
correct configuration for the tension ties at
locations where the incorrect configuration
was found, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010; except where Boeing
Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010, specifies to
contact Boeing for installation instructions,
use a method approved in accordance with
the procedures specified in paragraph (n) of
this AD.
(ii) If any crack is found during the
inspections required by paragraph (i)(2) of
this AD, before further flight, do the actions
specified in paragraphs (i)(2)(ii)(A) and
(i)(2)(ii)(B) of this AD.
(A) Repair the crack in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010; except where Boeing
Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010, specifies to
contact Boeing for appropriate action, before
further flight, repair the crack using a method
approved in accordance with the procedures
specified in paragraph (n) of this AD.
(B) Install the correct configuration for the
tension ties at locations where the incorrect
configuration was found, in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2502,
Revision 1, dated June 17, 2010; except
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where Boeing Alert Service Bulletin 747–
53A2502, Revision 1, dated June 17, 2010,
specifies to contact Boeing for installation
instructions, use a method approved in
accordance with the procedures specified in
paragraph (n) of this AD.
emcdonald on DSK67QTVN1PROD with PROPOSALS
(j) New Tension Tie and Frame Modification
and Inspections
(1) For Groups 1 through 16, Configuration
1, airplanes identified in Boeing Alert
Service Bulletin 747–53A2605, Revision 3,
dated July 10, 2013: At the applicable
compliance time specified in table 1 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013, except as
required by paragraph (l)(1) of this AD, do
tension tie and frame modifications, in
accordance with Part 1, and surface HFEC
inspections for cracks, in accordance with
Part 4 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013.
Accomplishment of these modifications
terminates the repetitive inspections required
by paragraphs (g) and (h) of this AD. If any
crack is found, before further flight, repair
the crack using a method approved in
accordance with the procedures specified in
paragraph (n) of this AD.
(2) For Groups 17 and 18 airplanes
identified in Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013: At the applicable time specified in
table 6 or table 7, as applicable, of paragraph
1.E., ‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2605, Revision 3, dated July
10, 2013, do a tension tie and frame
modification (replacement of tension ties and
frame structure), in accordance with Part 5 or
Part 6, as applicable, of the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013. Accomplishment of these
modifications terminates the repetitive
inspections required by paragraph (g) of this
AD.
(k) New Repetitive Post-Modification
Detailed Inspections of Unmodified Areas,
Repetitive Post-Modification HFEC
Inspections of Modified and Unmodified
Areas
(1) For Groups 1 through 16 airplanes
identified in Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013: At the applicable time specified in
table 2 or 3 of paragraph 1.E., ‘‘Compliance,’’
of Boeing Alert Service Bulletin 747–
53A2605, Revision 3, dated July 10, 2013, do
a detailed inspection for cracking in the
unmodified areas of the tension ties, in
accordance with Part 2 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2605, Revision 3,
dated July 10, 2013. If any cracking is found,
before further flight, repair using a method
approved in accordance with the procedures
specified in paragraph (n) of this AD. Repeat
the detailed inspection thereafter at the
applicable time specified in table 2 or 3 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013.
(2) For Groups 1 through 16 airplanes
identified in Boeing Alert Service Bulletin
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16:51 May 28, 2014
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747–53A2605, Revision 3, dated July 10,
2013: At the applicable time specified in
table 4 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013, do eddy
current inspections for cracking in all areas
of the tension ties (modified and
unmodified), in accordance with Part 3 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2605, Revision 3,
dated July 10, 2013. If any cracking is found,
before further flight, repair using a method
approved in accordance with the procedures
specified in paragraph (n) of this AD. Repeat
the eddy current inspections thereafter at the
time specified in table 4 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2605, Revision 3, dated July
10, 2013.
(3) For Groups 1 through 16, Configuration
2, airplanes identified in Boeing Alert
Service Bulletin 747–53A2605, Revision 3,
dated July 10, 2013: At the applicable time
specified in table 5 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2605, Revision 3, dated July
10, 2013, except as provided by paragraph
(l)(1) of this AD, do surface HFEC inspections
for cracking in the unmodified tension tie
center sections, in accordance with Part 4 of
the Accomplishment Instructions of Boeing
Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013. If any
cracking is found, before further flight, repair
using a method approved in accordance with
the procedures specified in paragraph (n) of
this AD. If no cracking is found, no further
action is required until the repetitive
inspections required by paragraphs (k)(1) and
(k)(2) begin.
(4) For Groups 17 and 18 airplanes
identified in Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013: At the applicable time specified in
table 6 or 7 of paragraph 1.E., ‘‘Compliance,’’
of Boeing Alert Service Bulletin 747–
53A2605, Revision 3, dated July 10, 2013, do
detailed and HFEC inspections of the
modified tension tie and frame structure for
cracking, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2502, Revision 1,
dated June 17, 2010. Except as required by
paragraph (l)(4) of this AD, if any cracking is
found, before further flight, repair using a
method approved in accordance with the
procedures specified in paragraph (n) of this
AD. Repeat the detailed and HFEC
inspections thereafter at the times specified
in table 6 or table 7, as applicable, of Boeing
Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013.
(l) Service Information Clarifications and
Exceptions
(1) Where paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2605,
Revision 3, dated July 10, 2013, specifies a
compliance time ‘‘after the revision 3 date of
this service bulletin,’’ this AD requires
compliance within the specified time after
the effective date of this AD.
(2) Where Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013, specifies to contact Boeing for repair
instructions, this AD requires repair before
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30761
further flight using a method approved in
accordance with the procedures specified in
paragraph (n) of this AD.
(3) Boeing Alert Service Bulletin 747–
53A2605, Revision 3, dated July 10, 2013,
refers to Section 51–10–02 of the Boeing 747–
400F Structural Repair Manual (SRM) and
Section 51–10–01 of the Boeing 747–100/
200/300 SRM as additional sources of
guidance for removing small cracks and
fatigue damage material from the existing
holes in the unmodified center section of the
tension tie channels. Where those SRM
sections state that ‘‘zero-timing must only be
used where specifically permitted in an SRM
chapter-section-repair,’’ this AD allows the
zero-timing procedures specified in those
SRM sections.
(4) Where Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013, specifies to contact Boeing for repair
instructions, this AD requires repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (n) of this AD.
(m) Credit for Previous Actions
(1) This paragraph restates the credit
provided in paragraph (m) of AD 2012–13–
08, Amendment 39–17110 (77 FR 40481, July
10, 2012). This paragraph provides credit for
the actions required by paragraphs (j)(1) and
(k)(1) of this AD, if those actions were
performed before August 14, 2012 (the
effective date of AD 2012–13–08) using
Boeing Alert Service Bulletin 747–53A2605,
dated December 8, 2009, which was
incorporated by reference in AD 2012–13–08.
(2) For Groups 1 through 16 airplanes
identified in Boeing Alert Service Bulletin
747–53A2605, Revision 3, dated July 10,
2013: This paragraph provides credit for the
actions required by paragraphs (j)(1) and
(k)(1) of this AD, if those actions were
performed before the effective date of this AD
using Boeing Alert Service Bulletin 747–
53A2605, Revision 2, dated December 9,
2011, which is not incorporated by reference
in this AD.
(n) 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 (o)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
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to make those findings. For a repair method
to be approved, the repair must meet the
certification basis of the airplane.
(4) AMOCs approved for inspections
required by AD 2012–13–08 (77 FR 40481,
July 10, 2012) are approved as AMOCs for the
corresponding inspection provisions of
paragraphs (g), (h), and (i) of this AD.
(5) AMOCs approved for AD 2012–13–08
(77 FR 40481, July 10, 2012) that granted
modification deviations are approved as
AMOCs for the corresponding modification
required by paragraph (j)(1) of this AD.
(o) Related Information
(1) For more information about this AD,
contact Nathan Weigand, Aerospace
Engineer, Airframe Branch, ANM–120S,
Seattle Aircraft Certification Office (ACO),
FAA, 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 view this referenced service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on May 16,
2014.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–12479 Filed 5–28–14; 8:45 am]
BILLING CODE 4910–13–P
COMMODITY FUTURES TRADING
COMMISSION
17 CFR Parts 1, 15, 17, 19, 32, 37, 38,
140, and 150
RIN 3038–AD99; 3038–AD82
Position Limits for Derivatives and
Aggregation of Positions
Commodity Futures Trading
Commission.
ACTION: Notice of proposed rulemaking;
reopening of comment periods.
AGENCY:
On December 12, 2013, the
Commodity Futures Trading
Commission (‘‘Commission’’) published
in the Federal Register a notice of
proposed rulemaking (the ‘‘Position
Limits Proposal’’) to establish
speculative position limits for 28
exempt and agricultural commodity
futures and options contracts and the
physical commodity swaps that are
economically equivalent to such
contracts. On November 15, 2013, the
Commission published in the Federal
emcdonald on DSK67QTVN1PROD with PROPOSALS
SUMMARY:
VerDate Mar<15>2010
16:51 May 28, 2014
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Register a notice of proposed
rulemaking (the ‘‘Aggregation
Proposal’’) to amend existing
regulations setting out the Commission’s
policy for aggregation under its position
limits regime. The Commission has
directed staff to hold a public
roundtable on June 19, 2014, to consider
certain issues regarding position limits
for physical commodity derivatives. In
order to provide interested parties with
an opportunity to comment on the
issues to be discussed at the roundtable,
the Commission will reopen the
comment periods for the Position Limits
Proposal and the Aggregation Proposal
for a three-week period starting June 12,
2014 (one week before the roundtable)
and ending July 3, 2014 (two weeks
following the roundtable).
Comments should be limited to the
issues of hedges of a physical
commodity by a commercial enterprise,
including gross hedging, crosscommodity hedging, anticipatory
hedging, and the process for obtaining a
non-enumerated exemption; the setting
of spot month limits in physicaldelivery and cash-settled contracts and
a conditional spot-month limit
exemption; the setting of non-spot limits
for wheat contracts; the aggregation
exemption for certain ownership
interests of greater than 50 percent in an
owned entity; and aggregation based on
substantially identical trading strategies.
DATES: The comment periods for the
Aggregation Proposal published
November 15, 2013, at 78 FR 68946, and
for the Position Limits Proposal
published December 12, 2013, at 78 FR
75680, will reopen on June 12, 2014,
and close on July 3, 2014.
ADDRESSES: You may submit comments,
identified by RIN 3038–AD99 for the
Position Limits Proposal or RIN 3038–
AD82 for the Aggregation Proposal, by
any of the following methods:
• Agency Web site: https://
comments.cftc.gov;
• Mail: Secretary of the Commission,
Commodity Futures Trading
Commission, Three Lafayette Centre,
1155 21st Street NW., Washington, DC
20581;
• Hand delivery/courier: Same as
mail, above; or
• Federal eRulemaking Portal: https://
www.regulations.gov. Follow
instructions for submitting comments.
Please submit your comments using
only one method. All comments must be
submitted in English, or if not,
accompanied by an English translation.
Comments will be posted as received to
https://www.cftc.gov. You should submit
only information that you wish to make
available publicly. If you wish the
PO 00000
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Fmt 4702
Sfmt 4702
Commission to consider information
that may be exempt from disclosure
under the Freedom of Information Act,
a petition for confidential treatment of
the exempt information may be
submitted under § 145.9 of the
Commission’s regulations (17 CFR
145.9).
The Commission reserves the right,
but shall have no obligation, to review,
pre-screen, filter, redact, refuse or
remove any or all of your submission
from https://www.cftc.gov that it may
deem to be inappropriate for
publication, such as obscene language.
All submissions that have been redacted
or removed that contain comments on
the merits of the rulemaking will be
retained in the public comment file and
will be considered as required under the
Administrative Procedure Act and other
applicable laws, and may be accessible
under the Freedom of Information Act.
FOR FURTHER INFORMATION CONTACT:
Stephen Sherrod, Senior Economist,
Division of Market Oversight, (202) 418–
5452, ssherrod@cftc.gov; or Riva Spear
Adriance, Senior Special Counsel,
Division of Market Oversight, (202) 418–
5494, radriance@cftc.gov; Commodity
Futures Trading Commission, Three
Lafayette Centre, 1155 21st Street NW.,
Washington, DC 20581.
SUPPLEMENTARY INFORMATION:
I. Background
The Commission has long established
and enforced speculative position limits
for futures and options contracts on
various agricultural commodities as
authorized by the Commodity Exchange
Act (‘‘CEA’’).1 The part 150 position
limits regime 2 generally includes three
components: (1) the level of the limits,
which set a threshold that restricts the
number of speculative positions that a
person may hold in the spot-month,
individual month, and all months
combined,3 (2) exemptions for positions
that constitute bona fide hedging
transactions and certain other types of
transactions,4 and (3) rules to determine
which accounts and positions a person
must aggregate for the purpose of
determining compliance with the
position limit levels.5 The Position
Limits Proposal generally sets out
proposed changes to the first and
second component of the position limits
regime and would establish speculative
17
U.S.C. 1 et seq.
17 CFR part 150. Part 150 of the
Commission’s regulations establishes federal
position limits on futures and option contracts in
nine enumerated agricultural commodities.
3 See 17 CFR 150.2.
4 See 17 CFR 150.3.
5 See 17 CFR 150.4.
2 See
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]]>Agencies
[Federal Register Volume 79, Number 103 (Thursday, May 29, 2014)]
[Proposed Rules]
[Pages 30756-30762]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-12479]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0289; Directorate Identifier 2013-NM-146-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 2012-13-
08, which applies to certain The Boeing Company Model 747-100, 747-
100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series
airplanes, without a stretched upper deck or stretched upper deck
modification. AD 2012-13-08 currently requires repetitive inspections
of tension ties and surrounding structure for cracking, additional
inspections for certain airplanes, and related investigative and
corrective actions if necessary. AD 2012-13-08 also currently requires
modification of tension tie structure or tension tie and
[[Page 30757]]
frame structure at specified stations, a post-modification inspection
of any modified area for cracking, repetitive inspections for cracking
in the unmodified areas of the tension tie structure and frame
structure at certain stations, and repair if necessary. Since we issued
AD 2012-13-08, the manufacturer conducted a widespread fatigue damage
analysis and determined that additional inspections are necessary. This
proposed AD would add, for certain airplanes, surface high frequency
eddy current (HFEC) inspections for cracking in unmodified center
section tension ties, and repair if necessary; repetitive post-
modification eddy current inspections for cracking of modified and
unmodified areas, and repair if necessary; a new modification
(replacement) of tension tie and frame structures; and repetitive
inspections of tension ties and surrounding structure for cracking, and
related investigative and corrective actions if necessary. This
proposed AD also reduces an inspection interval. We are proposing this
AD to prevent tension ties from becoming severed or disconnected from
the frames, which could lead to reduced structural integrity and sudden
decompression of the airplane in flight.
DATES: We must receive comments on this proposed AD by July 14, 2014.
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 proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the availability of this material at the
FAA, call 425-227-1221.
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-
0289; 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, Seattle Aircraft Certification Office (ACO),
FAA, 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-2014-0289;
Directorate Identifier 2013-NM-146-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, 2012, we issued AD 2012-13-08, Amendment 39-17110 (77
FR 40481, July 10, 2012), for certain The Boeing Company Model 747-100,
747-100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP
series airplanes, without a stretched upper deck or stretched upper
deck modification. AD 2012-13-08 supersedes AD 2006-01-07, Amendment
39-14446 (71 FR 1947, January 12, 2006), and requires repetitive
inspections for cracking in the tension ties and the surrounding
structure, and related investigative and corrective actions if
necessary. AD 2012-13-08 also requires, for certain airplanes,
modifying the tension tie structure or tension tie and frame structure
at certain stations; a post-modification inspection of the modified
area; and post-modification repetitive inspections of the unmodified
area and repair if necessary. AD 2012-13-08 also requires, for certain
airplanes, additional inspections. AD 2012-13-08 resulted from reports
that certain airplanes have tension ties that are susceptible to
widespread fatigue damage, reports of cracks on the forward and aft
tension tie channels at station (STA) 740 and STA 760, and a
determination that initial inspection intervals required by AD 2006-01-
07 needed to be reduced. We issued AD 2012-13-08 to prevent tension
ties from becoming severed or disconnected from the frames, which could
lead to rapid in-flight decompression.
Widespread Fatigue Damage
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD 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)
[[Page 30758]]
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD final 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.
Tension ties have been determined to be structure that is
susceptible to WFD. WFD can cause tension ties to become severed or
disconnected from the frames. Severed or disconnected tension ties or
frames at multiple locations could result in reduced structural
integrity and sudden decompression of the airplane in flight.
Actions Since AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10,
2012) Was Issued
Since we issued AD 2012-13-08, Amendment 39-17110 (77 FR 40481,
July 10, 2012), Boeing conducted the WFD analysis and determined that
additional inspections are needed, the interval for the repetitive
inspections for cracking in the unmodified areas of the tension tie
structure and frame structure should be reduced, and, for certain
airplanes, a new modification of tension tie and frame structures is
necessary. The additional inspections include surface HFEC inspections
for cracking in unmodified center section tension ties, and repetitive
post-modification eddy current inspections for cracking in modified and
unmodified areas.
Relevant Service Information
We reviewed Boeing Alert Service Bulletin 747-53A2605, Revision 3,
dated July 10, 2013. For information on the procedures and compliance
times, see this service information at https://www.regulations.gov by
searching for Docket No. FAA-2014-0289.
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 completely restate the
requirements of AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July
10, 2012), this proposed AD would retain certain requirements of AD
2012-13-08 in paragraphs (g), (h), and (i) of this proposed AD. Actions
specified in Boeing Alert Service Bulletin 747-53A2605, Revision 1,
dated May 27, 2010, that are required by AD 2012-13-08 are not restated
but are retained in paragraphs (j) and (k) of this proposed AD.
This proposed AD would also require, for certain airplanes, surface
HFEC inspections for cracking in unmodified center section tension
ties, and repair if necessary. In addition, this proposed AD would
require, for certain airplanes, repetitive post-modification eddy
current inspections for cracking of modified and unmodified areas and
repair if necessary. Furthermore, this proposed AD would also require,
for certain airplanes, a new modification of tension tie and frame
structures, and repetitive inspections of tension ties and surrounding
structure for cracking, and related investigative and corrective
actions if necessary. This proposed AD would also reduce the interval
for the repetitive inspections for cracking in the unmodified areas of
the tension tie structure and frame structure.
The phrase ``related investigative actions'' is used in this
proposed AD. ``Related investigative actions'' are follow-on actions
that (1) are related to the primary action, and (2) further investigate
the nature of any condition found. Related investigative actions in an
AD could include, for example, inspections.
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.
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.
Differences Between This Proposed AD and the Service Information
The service information 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.
Concurrent Actions
This proposed AD would require that certain actions be done
concurrently. Table 1 in Paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013,
specifies to concurrently do the tension tie and frame modification and
surface HFEC inspection for cracks in the tension tie center sections:
Therefore, paragraph (j) of this proposed AD would require that the
HFEC inspections be done concurrently with the tension tie and frame
modification.
Costs of Compliance
We estimate that this proposed AD affects 86 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
[[Page 30759]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection (retained from AD 8 work-hours per $0................ Between $5,440 and Between $467,840
2012-13-08, Amendment 39-17110 tension tie $8,160 per and $701,760 per
(77 FR 40481, July 10, 2012)). location, between inspection cycle. inspection cycle.
8 and 12 tension
tie locations per
airplane,
depending on
airplane
configuration x
$85 per hour =
between $5,440
and $8,160.
One-time inspection for Group 2 6 work-hours x $85 None.............. $510.............. $43,860.
airplanes, (retained from AD per hour = $510.
2012-13-08, Amendment 39-17110
(77 FR 40481, July 10, 2012)).
Modification (retained from AD Between 24 and 130 Between $18,657 Between $20,697 Between $1,779,942
2012-13-08, Amendment 39-17110 work-hours, and $658,423. and $669,473. and $57,574,678.
(77 FR 40481, July 10, 2012)). depending on
station location
x $85 per hour =
between $2,040
and 11,050.
Inspection for unmodified area 2 per tension tie None.............. Between $1,360 and Between $116,960
(retained from AD 2012-13-08, location, between $2,040, per and $175,440.
Amendment 39-17110 (77 FR 8 and 12 tension inspection cycle.
40481, July 10, 2012)). tie locations per
airplane,
depending on
airplane
configuration x
$85 per hour =
between $1,360
and $2,040.
Inspection for modified area 2 per tension tie None.............. Between $1,360 and Between $116,960
(retained from AD 2012-13-08, location, between $2,040. and $175,440.
Amendment 39-17110 (77 FR 8 and 12 tension
40481, July 10, 2012)). tie locations per
airplane,
depending on
airplane
configuration x
$85 per hour =
between $1,360
and $2,040.
Modification [new proposed Up to 387 work- Up to $658,423.... Up to $691,318.... Up to $691,318.
action] (1 U.S.-registered hours, depending
airplane). on station
location x $85
per hour = up to
$32,895.
Post-modification eddy current 18 work-hours x None.............. $1,530 for each $131,580 for each
inspection of all areas [new $85 per hour = tension tie, per tension tie, per
proposed action]. $1,530 for each inspection cycle. inspection cycle.
tension tie.
Surface high frequency eddy Up to120 work- None.............. Up to $10,200..... Up to $877,200.
current inspection of hours, depending
unmodified tension tie center on airplane
sections [new proposed action]. configuration x
$85 per hour = Up
to $10,200.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. Amend Sec. 39.13 by removing Airworthiness Directive (AD) 2012-13-
08, Amendment 39-17110 (77 FR 40484), and adding the following new AD:
The Boeing Company: Docket No. FAA-2014-0289; Directorate Identifier
2013-NM-146-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by July 14,
2014.
(b) Affected ADs
This AD supersedes AD 2012-13-08, Amendment 39-17110 (77 FR
40481, July 10, 2012).
[[Page 30760]]
(c) Applicability
This AD applies to The Boeing Company Model 747-100, 747-100B,
747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series
airplanes, certificated in any category, as identified in Boeing
Alert Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an analysis by the manufacturer
indicating that tension ties are susceptible to widespread fatigue
damage. The actions were developed to support the airplane's limit
of validity of the engineering data that support the established
structural maintenance program. We are issuing this AD to prevent
tension ties from becoming severed or disconnected from the frames,
which could lead to reduced structural integrity and sudden
decompression of the airplane in flight.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Actions for Certain Airplanes
This paragraph restates the requirements of paragraph (g) of AD
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012). For
Group 1, and Groups 3 through 6 airplanes identified in Boeing
Special Attention Service Bulletin 747-53-2502, dated April 21,
2005: At the applicable time in paragraph (g)(1) or (g)(2) of this
AD, do detailed and high-frequency eddy current (HFEC) inspections
for cracking of each affected tension tie and of the surrounding
structure. If any cracking is found: Before further flight, do all
applicable corrective and related investigative actions. Do all
actions in accordance with the Accomplishment Instructions of Boeing
Special Attention Service Bulletin 747-53-2502, dated April 21,
2005; or Boeing Alert Service Bulletin 747-53A2502, Revision 1,
dated June 17, 2010. Where Boeing Special Attention Service Bulletin
747-53-2502, dated April 21, 2005; or Boeing Alert Service Bulletin
747-53A2502, Revision 1, dated June 17, 2010; specifies to contact
Boeing for repair instructions: Before further flight, repair the
area using a method approved in accordance with the procedures
specified in paragraph (n) of this AD. As of August 14, 2012 (the
effective date of AD 2012-13-08), only Boeing Alert Service Bulletin
747-53A2502, Revision 1, dated June 17, 2010, may be used to
accomplish the actions required in this paragraph.
(1) For airplanes identified in Boeing Special Attention Service
Bulletin 747-53-2502, dated April 21, 2005, as Groups 1, 3, and 6
airplanes: Do the first inspections before the accumulation of
20,000 total flight cycles, or within 1,000 flight cycles after
February 16, 2006 (the effective date of AD 2006-01-07, Amendment
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later;
and repeat the inspections thereafter at intervals not to exceed
4,000 flight cycles until the modification required by paragraph (j)
of this AD is accomplished.
(2) For airplanes identified in Boeing Special Attention Service
Bulletin 747-53-2502, dated April 21, 2005, as Groups 4 and 5
airplanes: Do the first inspections before the accumulation of
17,000 total flight cycles, or within 1,000 flight cycles after
February 16, 2006 (the effective date of AD 2006-01-07, Amendment
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later;
and repeat the inspections thereafter at intervals not to exceed
3,000 flight cycles until the modification required by paragraph (j)
of this AD is accomplished.
(h) Retained Inspections for Group 2 Airplanes
This paragraph restates the requirements of paragraph (h) of
2012-13-08, Amendment 39-117110 (77 FR 40481, July 10, 2012). For
Group 2 airplanes identified in Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010: At the applicable times
specified in paragraphs (h)(1) and (h)(2) of this AD, do detailed
and HFEC inspections for cracking of each affected tension tie and
of the surrounding structure, in accordance with the Accomplishment
Instructions of Boeing Special Attention Service Bulletin 747-53-
2502, dated April 21, 2005; or Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010. If any cracking is found:
Before further flight, do all applicable corrective and related
investigative actions. Do all actions in accordance with the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 747-53-2502, dated April 21, 2005; or Boeing Alert Service
Bulletin 747-53A2502, Revision 1, dated June 17, 2010. Where Boeing
Special Attention Service Bulletin 747-53-2502, dated April 21,
2005; or Boeing Alert Service Bulletin 747-53A2502, Revision 1,
dated June 17, 2010; specify to contact Boeing for repair
instructions: Before further flight, repair the area using a method
approved in accordance with the procedures specified in paragraph
(n) of this AD. As of August 14, 2012 (the effective date of AD
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012)), only
Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated June
17, 2010, may be used to accomplish the actions required by this
paragraph. Repeat the inspections thereafter at intervals not to
exceed 3,000 flight cycles until the modification required by
paragraph (j) of this AD is accomplished.
(1) For stations (STA) 780 through 940: Before the accumulation
of 17,000 total flight cycles, or within 1,000 flight cycles after
February 16, 2006 (the effective date of AD 2006-01-07, Amendment
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later.
(2) For STA 720, 740, and 760: At the earlier of the times
specified in paragraph (h)(2)(i) or (h)(2)(ii) of this AD.
(i) Before the accumulation of 17,000 total flight cycles, or
within 1,000 flight cycles after February 16, 2006 (the effective
date of AD 2006-01-07, Amendment 39-14446 (71 FR 1947, January 12,
2006)), whichever occurs later.
(ii) Before the accumulation of 8,000 total flight cycles, or
within 1,000 flight cycles after August 14, 2012 (the effective date
of this AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10,
2012)), whichever occurs later.
(i) Retained One-Time Inspection for Group 2 Airplanes
This paragraph restates the requirements of paragraph (i) of AD
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012). For
airplanes identified in Boeing Alert Service Bulletin 747-53A2502,
Revision 1, dated June 17, 2010, as Group 2 airplanes: Before the
accumulation of 8,000 total flight cycles, or within 1,000 flight
cycles after August 14, 2012 (the effective date of AD 2012-13-08),
whichever occurs later, do a general visual inspection for correct
configuration, as identified in Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010, of each affected tension
tie and of the surrounding structure, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010.
(1) If all tension ties match the correct configurations
specified in the Accomplishment Instructions of Boeing Alert Service
Bulletin 747-53A2502, Revision 1, dated June 17, 2010, no further
work is required by this paragraph.
(2) If any incorrect configuration is found, before further
flight, do detailed and open fastener-hole HFEC inspections for
cracking in the tension tie and frame, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010.
(i) If no crack is found during the inspections required by
paragraph (i)(2) of this AD: Before further flight, install the
correct configuration for the tension ties at locations where the
incorrect configuration was found, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010; except where Boeing Alert
Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010,
specifies to contact Boeing for installation instructions, use a
method approved in accordance with the procedures specified in
paragraph (n) of this AD.
(ii) If any crack is found during the inspections required by
paragraph (i)(2) of this AD, before further flight, do the actions
specified in paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of this AD.
(A) Repair the crack in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2502, Revision
1, dated June 17, 2010; except where Boeing Alert Service Bulletin
747-53A2502, Revision 1, dated June 17, 2010, specifies to contact
Boeing for appropriate action, before further flight, repair the
crack using a method approved in accordance with the procedures
specified in paragraph (n) of this AD.
(B) Install the correct configuration for the tension ties at
locations where the incorrect configuration was found, in accordance
with the Accomplishment Instructions of Boeing Alert Service
Bulletin 747-53A2502, Revision 1, dated June 17, 2010; except
[[Page 30761]]
where Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated
June 17, 2010, specifies to contact Boeing for installation
instructions, use a method approved in accordance with the
procedures specified in paragraph (n) of this AD.
(j) New Tension Tie and Frame Modification and Inspections
(1) For Groups 1 through 16, Configuration 1, airplanes
identified in Boeing Alert Service Bulletin 747-53A2605, Revision 3,
dated July 10, 2013: At the applicable compliance time specified in
table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 747-53A2605, Revision 3, dated July 10, 2013, except as
required by paragraph (l)(1) of this AD, do tension tie and frame
modifications, in accordance with Part 1, and surface HFEC
inspections for cracks, in accordance with Part 4 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2605, Revision 3, dated July 10, 2013. Accomplishment of these
modifications terminates the repetitive inspections required by
paragraphs (g) and (h) of this AD. If any crack is found, before
further flight, repair the crack using a method approved in
accordance with the procedures specified in paragraph (n) of this
AD.
(2) For Groups 17 and 18 airplanes identified in Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At
the applicable time specified in table 6 or table 7, as applicable,
of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2605, Revision 3, dated July 10, 2013, do a tension tie and
frame modification (replacement of tension ties and frame
structure), in accordance with Part 5 or Part 6, as applicable, of
the Accomplishment Instructions of Boeing Alert Service Bulletin
747-53A2605, Revision 3, dated July 10, 2013. Accomplishment of
these modifications terminates the repetitive inspections required
by paragraph (g) of this AD.
(k) New Repetitive Post-Modification Detailed Inspections of Unmodified
Areas, Repetitive Post-Modification HFEC Inspections of Modified and
Unmodified Areas
(1) For Groups 1 through 16 airplanes identified in Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At
the applicable time specified in table 2 or 3 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605,
Revision 3, dated July 10, 2013, do a detailed inspection for
cracking in the unmodified areas of the tension ties, in accordance
with Part 2 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013. If
any cracking is found, before further flight, repair using a method
approved in accordance with the procedures specified in paragraph
(n) of this AD. Repeat the detailed inspection thereafter at the
applicable time specified in table 2 or 3 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605,
Revision 3, dated July 10, 2013.
(2) For Groups 1 through 16 airplanes identified in Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At
the applicable time specified in table 4 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605,
Revision 3, dated July 10, 2013, do eddy current inspections for
cracking in all areas of the tension ties (modified and unmodified),
in accordance with Part 3 of the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2605, Revision 3, dated July
10, 2013. If any cracking is found, before further flight, repair
using a method approved in accordance with the procedures specified
in paragraph (n) of this AD. Repeat the eddy current inspections
thereafter at the time specified in table 4 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605,
Revision 3, dated July 10, 2013.
(3) For Groups 1 through 16, Configuration 2, airplanes
identified in Boeing Alert Service Bulletin 747-53A2605, Revision 3,
dated July 10, 2013: At the applicable time specified in table 5 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2605, Revision 3, dated July 10, 2013, except as provided by
paragraph (l)(1) of this AD, do surface HFEC inspections for
cracking in the unmodified tension tie center sections, in
accordance with Part 4 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013.
If any cracking is found, before further flight, repair using a
method approved in accordance with the procedures specified in
paragraph (n) of this AD. If no cracking is found, no further action
is required until the repetitive inspections required by paragraphs
(k)(1) and (k)(2) begin.
(4) For Groups 17 and 18 airplanes identified in Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At
the applicable time specified in table 6 or 7 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605,
Revision 3, dated July 10, 2013, do detailed and HFEC inspections of
the modified tension tie and frame structure for cracking, in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010.
Except as required by paragraph (l)(4) of this AD, if any cracking
is found, before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (n) of this
AD. Repeat the detailed and HFEC inspections thereafter at the times
specified in table 6 or table 7, as applicable, of Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013.
(l) Service Information Clarifications and Exceptions
(1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013,
specifies a compliance time ``after the revision 3 date of this
service bulletin,'' this AD requires compliance within the specified
time after the effective date of this AD.
(2) Where Boeing Alert Service Bulletin 747-53A2605, Revision 3,
dated July 10, 2013, specifies to contact Boeing for repair
instructions, this AD requires repair before further flight using a
method approved in accordance with the procedures specified in
paragraph (n) of this AD.
(3) Boeing Alert Service Bulletin 747-53A2605, Revision 3, dated
July 10, 2013, refers to Section 51-10-02 of the Boeing 747-400F
Structural Repair Manual (SRM) and Section 51-10-01 of the Boeing
747-100/200/300 SRM as additional sources of guidance for removing
small cracks and fatigue damage material from the existing holes in
the unmodified center section of the tension tie channels. Where
those SRM sections state that ``zero-timing must only be used where
specifically permitted in an SRM chapter-section-repair,'' this AD
allows the zero-timing procedures specified in those SRM sections.
(4) Where Boeing Alert Service Bulletin 747-53A2605, Revision 3,
dated July 10, 2013, specifies to contact Boeing for repair
instructions, this AD requires repair before further flight using a
method approved in accordance with the procedures specified in
paragraph (n) of this AD.
(m) Credit for Previous Actions
(1) This paragraph restates the credit provided in paragraph (m)
of AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012).
This paragraph provides credit for the actions required by
paragraphs (j)(1) and (k)(1) of this AD, if those actions were
performed before August 14, 2012 (the effective date of AD 2012-13-
08) using Boeing Alert Service Bulletin 747-53A2605, dated December
8, 2009, which was incorporated by reference in AD 2012-13-08.
(2) For Groups 1 through 16 airplanes identified in Boeing Alert
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: This
paragraph provides credit for the actions required by paragraphs
(j)(1) and (k)(1) of this AD, if those actions were performed before
the effective date of this AD using Boeing Alert Service Bulletin
747-53A2605, Revision 2, dated December 9, 2011, which is not
incorporated by reference in this AD.
(n) 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 (o)(1) of this AD.
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO
[[Page 30762]]
to make those findings. For a repair method to be approved, the
repair must meet the certification basis of the airplane.
(4) AMOCs approved for inspections required by AD 2012-13-08 (77
FR 40481, July 10, 2012) are approved as AMOCs for the corresponding
inspection provisions of paragraphs (g), (h), and (i) of this AD.
(5) AMOCs approved for AD 2012-13-08 (77 FR 40481, July 10,
2012) that granted modification deviations are approved as AMOCs for
the corresponding modification required by paragraph (j)(1) of this
AD.
(o) Related Information
(1) For more information about this AD, contact Nathan Weigand,
Aerospace Engineer, Airframe Branch, ANM-120S, Seattle Aircraft
Certification Office (ACO), FAA, 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 view this referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on May 16, 2014.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-12479 Filed 5-28-14; 8:45 am]
BILLING CODE 4910-13-P
