Airworthiness Directives; the Boeing Company Airplanes, 68388-68392 [2014-27066]

Download as PDF 68388 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules (k) Alternative Methods of Compliance (AMOCs) DEPARTMENT OF TRANSPORTATION (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 (l)(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) If the service information contains steps that are labeled as RC (Required for Compliance), those steps and all subordinate steps must be done to comply with this AD; any steps that are not labeled as RC are recommended. Those steps that are not labeled as RC may be deviated from, done as part of other actions, or done using accepted methods different from those identified in the specified service information without obtaining approval of an AMOC, provided the steps labeled as RC can be done and the airplane can be put back in a serviceable condition. Any substitutions or changes to steps labeled as RC require approval of an AMOC. Federal Aviation Administration (l) Related Information mstockstill on DSK4VPTVN1PROD with PROPOSALS (1) For more information about this AD, contact Rebel Nichols, Aerospace Engineer, Propulsion Branch, ANM–140S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6509; fax: 425–917–6590; email: Rebel.Nichols@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 November 5, 2014. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2014–27069 Filed 11–14–14; 8:45 am] BILLING CODE 4910–13–P VerDate Sep<11>2014 16:18 Nov 14, 2014 Jkt 235001 14 CFR Part 39 [Docket No. FAA–2014–0774; Directorate Identifier 2013–NM–154–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) 2006–22– 15, which applies to all Boeing Model 747–100, 747–100B, 747–100B SUD, 747–200B, 747–200C, 747–200F, 747– 300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes. AD 2006–22–15 currently requires repetitive inspections for cracking of certain panel webs and stiffeners of the nose wheel well (NWW), and corrective actions if necessary. AD 2006–22–15 also requires replacing certain panels with new panels, which terminates the repetitive inspections. Since we issued AD 2006–22–15, we received reports of fatigue cracking in the panel webs and stiffeners of the NWW prior to the inspection threshold of AD 2006–22–15. This proposed AD would reduce a compliance time and add certain inspections and repair if necessary. We are proposing this AD to prevent fatigue cracking of the NWW side and top panels, which could result in a NWW depressurization event severe enough to reduce the structural integrity of the fuselage. SUMMARY: We must receive comments on this proposed AD by January 2, 2015. 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 http://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, DATES: PO 00000 Frm 00013 Fmt 4702 Sfmt 4702 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 http:// www.regulations.gov by searching for and locating Docket No. FAA–2014– 0774; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Bill Ashforth, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057– 3356; phone: 425–917–6432; fax: 425– 917–6590; email: Bill.Ashforth@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2014–0774; Directorate Identifier 2013–NM–154–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 http:// 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 October 25, 2006, we issued AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), for all Boeing Model 747–100, 747–100B, 747– 100B SUD, 747–200B, 747–200C, 747– 200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series E:\FR\FM\17NOP1.SGM 17NOP1 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules mstockstill on DSK4VPTVN1PROD with PROPOSALS airplanes. AD 2006–22–15 requires repetitive inspections for cracking of the top and side panel webs and panel stiffeners of the NWW, and corrective actions if necessary. AD 2006–22–15 also requires replacing the NWW side and top panels with new panels, which terminates the repetitive inspections. We issued AD 2006–22–15 to prevent fatigue cracks in the top and side panel webs and stiffeners of the NWW, which could compromise the structural integrity of the NWW and lead to the rapid decompression of the airplane. Widespread Fatigue Damage Structural fatigue damage is progressive. It begins as minute cracks, and those cracks grow under the action of repeated stresses. This can happen because of normal operational conditions and design attributes, or because of isolated situations or incidents such as material defects, poor fabrication quality, or corrosion pits, dings, or scratches. Fatigue damage can occur locally, in small areas or structural design details, or globally. Global fatigue damage is general degradation of large areas of structure with similar structural details and stress levels. Multiple-site damage is global damage that occurs in a large structural element such as a single rivet line of a lap splice joining two large skin panels. Global damage can also occur in multiple elements such as adjacent frames or stringers. Multiple-sitedamage and multiple-element-damage cracks are typically too small initially to be reliably detected with normal inspection methods. Without intervention, these cracks will grow, and eventually compromise the structural integrity of the airplane, in a condition known as widespread fatigue damage (WFD). As an airplane ages, WFD will likely occur, and will certainly occur if the airplane is operated long enough without any intervention. The FAA’s WFD final rule (75 FR 69746, November 15, 2010) became effective on January 14, 2011. The WFD rule requires certain actions to prevent structural failure due to WFD throughout the operational life of certain existing transport category airplanes and all of these airplanes that will be certificated in the future. For existing and future airplanes subject to the WFD rule, the rule requires that Design Approval Holders (DAHs) establish 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. VerDate Sep<11>2014 16:18 Nov 14, 2014 Jkt 235001 The WFD rule (75 FR 69746, November 15, 2010) does not require identifying and developing maintenance actions if the DAHs can show that such actions are not necessary to prevent WFD before the airplane reaches the LOV. Many LOVs, however, do depend on accomplishment of future maintenance actions. As stated in the WFD rule, any maintenance actions necessary to reach the LOV will be mandated by airworthiness directives through separate rulemaking actions. In the context of WFD, this action is necessary to enable DAHs to propose LOVs that allow operators the longest operational lives for their airplanes, and still ensure that WFD will not occur. This approach allows for an implementation strategy that provides flexibility to DAHs in determining the timing of service information development (with FAA approval), while providing operators with certainty regarding the LOV applicable to their airplanes. Actions Since AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), Was Issued Since we issued AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), we have received multiple reports of cracking in the NWW side panel webs and stiffeners caused by fatigue. An operator reported a crack on the right-hand panel of the NWW at 11,428 total flight cycles, which is below the previous inspection threshold. The NWW top and side panels have been determined to be structure that is susceptible to develop WFD. WFD analysis showed that post-modification inspections are necessary to address the identified unsafe condition. WFD could result in a NWW depressurization event severe enough to reduce the structural integrity of the fuselage. Relevant Service Information We reviewed the following Boeing service bulletins: • Boeing Alert Service Bulletin 747– 53A2808, dated November 30, 2012; • Boeing Service Bulletin 747– 53A2465, Revision 5, dated July 11, 2013; and • Boeing Service Bulletin 747– 53A2562, Revision 3, dated July 11, 2013. For information on the procedures and compliance times, see this service information at http:// www.regulations.gov by searching for Docket No. FAA–2014–0774. PO 00000 Frm 00014 Fmt 4702 Sfmt 4702 68389 FAA’s Determination We are proposing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Proposed AD Requirements Although this proposed AD does not explicitly restate certain requirements of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), this proposed AD would retain all of the requirements of AD 2006–22–15. The requirements specified in paragraphs (f), (g), (h), (i), (j), and (l) of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), are referenced in Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013; which, in turn, is referenced in paragraphs (g) and (h)(3) of this proposed AD. The requirement specified in paragraph (n) of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), is referenced in Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013; which, in turn, is referenced in paragraph (i) of this proposed AD. For Group 2 airplanes identified in Boeing Service Bulletin 747–53A2562, Revision 1, dated July 28, 2005, and certain airplanes not identified in Boeing Service Bulletin 747–53A2562, Revision 1, dated July 28, 2005, the requirement specified in paragraph (o) of AD 2006–22–15, Amendment 39– 14812 (71 FR 64884, November 6, 2006), to accomplish a repair using a method approved by the FAA is now specified in paragraph (i) of this proposed AD. However, for these airplanes, one method of compliance for accomplishing the replacement is Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. Therefore, we have referred to Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, in paragraph (i) of this proposed AD. Operators may still request an alternative method of compliance (AMOC) using the procedures provided in paragraph (p) of this AD. For certain other airplanes not identified in Boeing Service Bulletin 747–53A2562, Revision 1, dated July 28, 2005, the requirement specified in paragraph (o) of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), to accomplish a repair method approved by the FAA is now specified in paragraph (l) of this proposed AD. However, for these airplanes, one method of compliance for E:\FR\FM\17NOP1.SGM 17NOP1 68390 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules accomplishing the replacement is Boeing Alert Service Bulletin 747– 53A2808, dated November 30, 2012. Therefore, we have referred to Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012, in paragraph (l) of this proposed AD. Operators may still request an AMOC using the procedures provided in paragraph (p) of this AD. This proposed AD would require accomplishing the actions specified in the service information identified previously, except as discussed under ‘‘Differences Between the Proposed AD and the Service Information.’’ 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 actions, 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. Differences Between the Proposed AD and the Service Information For airplanes with fewer than 15,000 total flight cycles, Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, recommends, in part, accomplishing a detailed inspection before the accumulation of 13,000 total flight cycles. But, we have determined that the 13,000-total-flightcycle compliance time is insufficient to address the identified unsafe condition soon enough to ensure an adequate level of safety for the affected fleet, and instead are proposing 10,000 total flight cycles. In developing an appropriate compliance time for this detailed inspection, we considered the degree of urgency associated with the subject unsafe condition, and the fact that we have received a report of a 13-inch crack adjacent to a 2-inch crack in the NWW right-hand side panel on an airplane with 11,428 total flight cycles. This difference has been coordinated with The Boeing Company. Boeing Service Bulletin 747– 53A2465, Revision 5, dated July 11, 2013, specifies to contact the manufacturer for instructions on how to repair certain conditions, but this proposed AD would require repairing those conditions in one of the following ways: • In accordance with a method that we approve; or • Using data that meet the certification basis of the airplane, and that have been approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) whom we have authorized to make those findings. Explanation of Compliance Time The compliance time for the modification specified in paragraphs (i) and (l) of this proposed AD for addressing WFD was established to ensure that discrepant structure is modified before WFD develops in airplanes. Standard inspection techniques cannot be relied on to detect WFD before it becomes a hazard to flight. We will not grant any extensions of the compliance time to complete any AD-mandated service bulletin related to WFD without extensive new data that would substantiate and clearly warrant such an extension. Costs of Compliance We estimate that this proposed AD affects 255 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Labor cost Parts cost Inspections [actions retained from AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006)]. Modification [actions retained from AD 2006–22-15, Amendment 39–14812 (71 FR 64884, November 6, 2006)]. Post-modification Inspections [new proposed action]. 119 work-hours × $85 per hour = $10,115 per inspection cycle. $0 ..................... $10,115 per inspection cycle. $2,579,325 per inspection cycle. Up to 1,346 work-hours × $85 per hour = $114,410. Up to $144,248 Up to $258,658 ..... Up to $65,957,790. 119 work-hours × $85 per hour = $10,115 per inspection cycle. $0 ..................... $10,115 per inspection cycle. $2,579,325 per inspection cycle. mstockstill on DSK4VPTVN1PROD with PROPOSALS We have received no definitive data that would enable us to provide cost estimates for the on-condition actions specified in this proposed AD. 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 VerDate Sep<11>2014 16:18 Nov 14, 2014 Jkt 235001 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 PO 00000 Frm 00015 Fmt 4702 Sfmt 4702 Cost per product Cost on U.S. operators Action 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. E:\FR\FM\17NOP1.SGM 17NOP1 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. Amend § 39.13 by removing Airworthiness Directive (AD) 2006–22– 15, Amendment 39–14812 (71 FR 64884, November 6, 2006), and adding the following new AD: ■ The Boeing Company: Docket No. FAA– 2014–0774; Directorate Identifier 2013– NM–154–AD. (a) Comments Due Date The FAA must receive comments on this AD action by January 2, 2015. (b) Affected ADs This AD replaces AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006). (c) Applicability This AD applies to all Boeing Model 747– 100, 747–100B, 747–100B SUD, 747–200B, 747–200C, 747–200F, 747–300, 747–400, 747–400D, 747–400F, 747SR, and 747SP series airplanes; certificated in any category. (d) Subject Air Transport Association (ATA) of America Code 53, Fuselage. (e) Unsafe Condition This AD was prompted by multiple reports of cracking in the nose wheel well (NWW) top panel and side panel webs and stiffeners caused by fatigue. We are issuing this AD to prevent fatigue cracking of the NWW side and top panels, which could result in a NWW depressurization event severe enough to reduce the structural integrity of the fuselage. mstockstill on DSK4VPTVN1PROD with PROPOSALS (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Repetitive Inspections and Corrective Actions With New Compliance Times Except as specified in paragraphs (h)(1) and (h)(2) of this AD, at the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, do the actions specified in paragraphs (g)(1), (g)(2), and (g)(3) of this AD, in accordance with the Accomplishment Instructions of Boeing VerDate Sep<11>2014 16:18 Nov 14, 2014 Jkt 235001 Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747– 53A2465, Revision 5, dated July 11, 2013, except as specified in paragraph (h)(3) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the inspections specified in paragraphs (g)(1), (g)(2), and (g)(3) of this AD thereafter at the applicable intervals specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013. In table 2 and table 3 in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, the date ‘‘January 27, 2005,’’ is the effective date of AD 2004–25– 23, Amendment 39–13911 (69 FR 76839, December 23, 2004); and the date ‘‘May 10, 2005,’’ is the effective date of AD 2005–09– 02, Amendment 39–14070 (70 FR 21141, April 25, 2005; corrected May 25, 2005 (70 FR 29940)). (1) Do an external detailed inspection for cracks of the top and sidewall panel webs of the NWW (specified as Area 1 and Area 2 in Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013). (2) Do internal detailed and surface high frequency eddy current (HFEC) inspections for cracks of the sidewall panel and top panel stiffeners of the NWW (specified as Area 3 in Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013). (3) Do an external detailed and ultrasonic testing (UT) inspection for cracks of the top and sidewall panel webs. (h) Exceptions to Boeing Service Bulletin 747–53A2465, Revision 5, Dated July 11, 2013 (1) Table 1 in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, applies to airplanes with less than 15,000 total flight cycles ‘‘as of the Revision 5 date of this service bulletin.’’ For this AD, however, Table 1 applies to airplanes with the specified total flight cycles as of the effective date of this AD. (2) Where Table 1 in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, specifies a compliance time of ‘‘13,000 total flight-cycles,’’ or ‘‘within 1,000 flights cycles after the Revision 5 date of this service bulletin,’’ whichever occurs later, this AD requires compliance before the accumulation of 10,000 total flight cycles or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. (3) If any cracking or damage is found during any inspection required by paragraph (g) of this AD, and Boeing Service Bulletin 747–53A2465, Revision 5, dated July 11, 2013, specifies to contact Boeing for appropriate action: Before further flight, repair the cracking or damage using a method approved in accordance with the procedures specified in paragraph (p) of this AD. (i) NWW Modification For airplanes identified in Boeing Service Bulletin 747–53A2562, Revision 3, dated July PO 00000 Frm 00016 Fmt 4702 Sfmt 4702 68391 11, 2013: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, replace the left-side, right-side, and top panels of the NWW, as applicable, with new panels, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. As of the effective date of this AD, concurrently with doing the replacement specified Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, do a detailed inspection for any cracks or damage (including, but not limited to, dents and corrosion) in all attaching structural elements that were common to the removed top panel and side panels, as applicable, and do all applicable corrective actions, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. If any crack or damage is found, before further flight, repair the cracking or damage using a method approved in accordance with the procedures specified in paragraph (p) of this AD. In paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, the date ‘‘December 11, 2006,’’ is the effective date of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006). (j) Repetitive Post-Modification Inspections For airplanes on which the replacement specified in paragraph (i) has been done: Except as required by paragraph (k) of this AD, at the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, do the actions specified in paragraphs (j)(1), (j)(2), and (j)(3) of this AD. If any crack is found: Before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (p) of this AD. Repeat the inspections specified in paragraphs (j)(1), (j)(2), and (j)(3) of this AD thereafter at the applicable intervals specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. (1) Do an external detailed inspection for cracks in the side panel webs, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. (2) Do an internal detailed inspection and HFEC inspection for cracks in the top and side panel stiffeners, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. (3) Do an external detailed inspection for cracks in the top panel web, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013. (k) Exceptions to Boeing Service Bulletin 747–53A2562, Revision 3, Dated July 11, 2013 Where paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 747–53A2562, Revision 3, dated July 11, 2013, specifies a compliance time relative to the ‘‘Revision 3 E:\FR\FM\17NOP1.SGM 17NOP1 68392 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules date of this service bulletin,’’ this AD requires compliance within the specified compliance time after the effective date of this AD. (l) NWW Modification for Certain Airplanes mstockstill on DSK4VPTVN1PROD with PROPOSALS For airplanes identified in Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012, or within 57 months after December 11, 2006 (the effective date of AD 2006–22–15, Amendment 39– 14812 (71 FR 64884, November 6, 2006)), whichever occurs later, replace the left side, right side, and top panels of the NWW, as applicable, with new panels; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. Concurrently with doing the replacement specified in this paragraph, do a detailed inspection for cracks of the attaching structural elements that were common to the removed top, left-side, and right-side panels of the NWW, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. If any crack is found, before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (p) of this AD. (m) Repetitive Post-Modification Inspections for Certain Airplanes For airplanes on which the replacement specified in paragraph (l) has been done: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012, do the actions specified in paragraphs (l)(1), (l)(2), and (l)(3) of this AD. If any crack is found: Before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (p) of this AD. Repeat the inspections specified in paragraphs (m)(1), (m)(2), and (m)(3) of this AD thereafter at the applicable intervals specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. (1) Do an external detailed inspection for cracks in the side panel webs, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. (2) Do an internal detailed inspection and HFEC inspection for cracks in the top and side panel stiffeners, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. (3) Do an external detailed inspection for cracks in the top panel web, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747–53A2808, dated November 30, 2012. (n) Terminating Action Replacing the left side, right side, and top panels of the NWW with new panels as specified in paragraph (i) or (l) of this AD terminates the inspections required by paragraph (g) of this AD. VerDate Sep<11>2014 16:18 Nov 14, 2014 Jkt 235001 (o) Credit for Previous Actions (1) This paragraph restates the credit given in paragraph (k) of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006). (i) This paragraph provides credit for the actions required by paragraph (g)(1) of this AD, if those actions were performed before January 27, 2005 (the effective date of AD 2005–09–02, Amendment 39–14070 (70 FR 21141, April 25, 2005); corrected on May 25, 2005 (70 FR 29940)), using Boeing Alert Service Bulletin 747–53A2465, dated April 5, 2001, which is not incorporated by reference in this AD. (ii) This paragraph provides credit for actions required by paragraphs (g)(1) and (g)(2) of this AD, if those inspections were performed before December 11, 2006 (the effective date of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006)), using a service bulletin identified in paragraph (o)(1)(ii)(A), (o)(1)(ii)(B), or (o)(1)(ii)(C) of this AD, which are not incorporated by reference in this AD. (A) Boeing Service Bulletin 747–53A2465, Revision 1, dated October 16, 2003. (B) Boeing Alert Service Bulletin 747– 53A2465, Revision 2, dated November 11, 2004. (C) Boeing Alert Service Bulletin 747– 53A2465, Revision 3, dated December 23, 2004. (2) This paragraph provides credit for the actions required by paragraph (g) of this AD, if those actions were performed before the effective date of this AD using Boeing Service Bulletin 747–53A2465, Revision 4, dated February 25, 2004, which is not incorporated by reference in this AD. (3) This paragraph provides credit for the actions required by paragraphs (i) and (j) of this AD, if those actions were performed before the effective date of this AD, using Boeing Service Bulletin 747–53A2562, Revision 1, dated July 28, 2005; or Boeing Service Bulletin 747–53A2562, Revision 2, dated May 31, 2007; which are not incorporated by reference in this AD. ACO, to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane, and the approval must specifically refer to this AD. (4) AMOCs approved for AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), are approved as AMOCs for the corresponding provisions of this AD. (5) AMOCs approved for paragraph (o) of AD 2006–22–15, Amendment 39–14812 (71 FR 64884, November 6, 2006), are approved as AMOCs for the corresponding provisions of paragraph (l) of this AD. (p) Alternative Methods of Compliance (AMOCs) (1) The Manager, Seattle Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the attention of the person identified in paragraph (p)(1) of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle [Docket No. FAA–2014–0657; Directorate Identifier 2014–NM–058–AD] PO 00000 Frm 00017 Fmt 4702 Sfmt 4702 (q) Related Information (1) For more information about this AD, contact Bill Ashforth, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6432; fax: 425–917–6590; email: Bill.Ashforth@faa.gov. (2) For service information identified in this AD, 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 November 6, 2014. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2014–27066 Filed 11–14–14; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 RIN 2120–AA64 Airworthiness Directives; Dassault Aviation Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to adopt a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 2000, FALCON 2000EX, MYSTERE–FALCON 900, and FALCON 900EX airplanes. This proposed AD was prompted by reports of a co-pilot sliding aft on his seat during take-off at rotation. This proposed AD would require replacement of certain springs installed on the pilot and co-pilot seats. We are proposing this AD to prevent fatigue SUMMARY: E:\FR\FM\17NOP1.SGM 17NOP1

Agencies

[Federal Register Volume 79, Number 221 (Monday, November 17, 2014)]
[Proposed Rules]
[Pages 68388-68392]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-27066]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0774; Directorate Identifier 2013-NM-154-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) 2006-22-
15, which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 
747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 
747SR, and 747SP series airplanes. AD 2006-22-15 currently requires 
repetitive inspections for cracking of certain panel webs and 
stiffeners of the nose wheel well (NWW), and corrective actions if 
necessary. AD 2006-22-15 also requires replacing certain panels with 
new panels, which terminates the repetitive inspections. Since we 
issued AD 2006-22-15, we received reports of fatigue cracking in the 
panel webs and stiffeners of the NWW prior to the inspection threshold 
of AD 2006-22-15. This proposed AD would reduce a compliance time and 
add certain inspections and repair if necessary. We are proposing this 
AD to prevent fatigue cracking of the NWW side and top panels, which 
could result in a NWW depressurization event severe enough to reduce 
the structural integrity of the fuselage.

DATES: We must receive comments on this proposed AD by January 2, 2015.

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 http://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 http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0774; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this proposed AD, the regulatory evaluation, any comments 
received, and other information. The street address for the Docket 
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

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

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0774; 
Directorate Identifier 2013-NM-154-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 http://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 October 25, 2006, we issued AD 2006-22-15, Amendment 39-14812 
(71 FR 64884, November 6, 2006), for all Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 
747-400D, 747-400F, 747SR, and 747SP series

[[Page 68389]]

airplanes. AD 2006-22-15 requires repetitive inspections for cracking 
of the top and side panel webs and panel stiffeners of the NWW, and 
corrective actions if necessary. AD 2006-22-15 also requires replacing 
the NWW side and top panels with new panels, which terminates the 
repetitive inspections. We issued AD 2006-22-15 to prevent fatigue 
cracks in the top and side panel webs and stiffeners of the NWW, which 
could compromise the structural integrity of the NWW and lead to the 
rapid decompression of the airplane.

Widespread Fatigue Damage

    Structural fatigue damage is progressive. It begins as minute 
cracks, and those cracks grow under the action of repeated stresses. 
This can happen because of normal operational conditions and design 
attributes, or because of isolated situations or incidents such as 
material defects, poor fabrication quality, or corrosion pits, dings, 
or scratches. Fatigue damage can occur locally, in small areas or 
structural design details, or globally. Global fatigue damage is 
general degradation of large areas of structure with similar structural 
details and stress levels. Multiple-site damage is global damage that 
occurs in a large structural element such as a single rivet line of a 
lap splice joining two large skin panels. Global damage can also occur 
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small 
initially to be reliably detected with normal inspection methods. 
Without intervention, these cracks will grow, and eventually compromise 
the structural integrity of the airplane, in a condition known as 
widespread fatigue damage (WFD). As an airplane ages, WFD will likely 
occur, and will certainly occur if the airplane is operated long enough 
without any intervention.
    The FAA's WFD final rule (75 FR 69746, November 15, 2010) became 
effective on January 14, 2011. The WFD rule requires certain actions to 
prevent structural failure due to WFD throughout the operational life 
of certain existing transport category airplanes and all of these 
airplanes that will be certificated in the future. For existing and 
future airplanes subject to the WFD rule, the rule requires that Design 
Approval Holders (DAHs) establish a limit of validity (LOV) of the 
engineering data that support the structural maintenance program. 
Operators affected by the WFD rule may not fly an airplane beyond its 
LOV, unless an extended LOV is approved.
    The WFD rule (75 FR 69746, November 15, 2010) does not require 
identifying and developing maintenance actions if the DAHs can show 
that such actions are not necessary to prevent WFD before the airplane 
reaches the LOV. Many LOVs, however, do depend on accomplishment of 
future maintenance actions. As stated in the WFD rule, any maintenance 
actions necessary to reach the LOV will be mandated by airworthiness 
directives through separate rulemaking actions.
    In the context of WFD, this action is necessary to enable DAHs to 
propose LOVs that allow operators the longest operational lives for 
their airplanes, and still ensure that WFD will not occur. This 
approach allows for an implementation strategy that provides 
flexibility to DAHs in determining the timing of service information 
development (with FAA approval), while providing operators with 
certainty regarding the LOV applicable to their airplanes.

Actions Since AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November 
6, 2006), Was Issued

    Since we issued AD 2006-22-15, Amendment 39-14812 (71 FR 64884, 
November 6, 2006), we have received multiple reports of cracking in the 
NWW side panel webs and stiffeners caused by fatigue. An operator 
reported a crack on the right-hand panel of the NWW at 11,428 total 
flight cycles, which is below the previous inspection threshold.
    The NWW top and side panels have been determined to be structure 
that is susceptible to develop WFD. WFD analysis showed that post-
modification inspections are necessary to address the identified unsafe 
condition. WFD could result in a NWW depressurization event severe 
enough to reduce the structural integrity of the fuselage.

Relevant Service Information

    We reviewed the following Boeing service bulletins:
     Boeing Alert Service Bulletin 747-53A2808, dated November 
30, 2012;
     Boeing Service Bulletin 747-53A2465, Revision 5, dated 
July 11, 2013; and
     Boeing Service Bulletin 747-53A2562, Revision 3, dated 
July 11, 2013.
    For information on the procedures and compliance times, see this 
service information at http://www.regulations.gov by searching for 
Docket No. FAA-2014-0774.

FAA's Determination

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

Proposed AD Requirements

    Although this proposed AD does not explicitly restate certain 
requirements of AD 2006-22-15, Amendment 39-14812 (71 FR 64884, 
November 6, 2006), this proposed AD would retain all of the 
requirements of AD 2006-22-15.
    The requirements specified in paragraphs (f), (g), (h), (i), (j), 
and (l) of AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November 6, 
2006), are referenced in Boeing Service Bulletin 747-53A2465, Revision 
5, dated July 11, 2013; which, in turn, is referenced in paragraphs (g) 
and (h)(3) of this proposed AD.
    The requirement specified in paragraph (n) of AD 2006-22-15, 
Amendment 39-14812 (71 FR 64884, November 6, 2006), is referenced in 
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013; 
which, in turn, is referenced in paragraph (i) of this proposed AD.
    For Group 2 airplanes identified in Boeing Service Bulletin 747-
53A2562, Revision 1, dated July 28, 2005, and certain airplanes not 
identified in Boeing Service Bulletin 747-53A2562, Revision 1, dated 
July 28, 2005, the requirement specified in paragraph (o) of AD 2006-
22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006), to 
accomplish a repair using a method approved by the FAA is now specified 
in paragraph (i) of this proposed AD. However, for these airplanes, one 
method of compliance for accomplishing the replacement is Boeing 
Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013. 
Therefore, we have referred to Boeing Service Bulletin 747-53A2562, 
Revision 3, dated July 11, 2013, in paragraph (i) of this proposed AD. 
Operators may still request an alternative method of compliance (AMOC) 
using the procedures provided in paragraph (p) of this AD.
    For certain other airplanes not identified in Boeing Service 
Bulletin 747-53A2562, Revision 1, dated July 28, 2005, the requirement 
specified in paragraph (o) of AD 2006-22-15, Amendment 39-14812 (71 FR 
64884, November 6, 2006), to accomplish a repair method approved by the 
FAA is now specified in paragraph (l) of this proposed AD. However, for 
these airplanes, one method of compliance for

[[Page 68390]]

accomplishing the replacement is Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012. Therefore, we have referred to Boeing 
Alert Service Bulletin 747-53A2808, dated November 30, 2012, in 
paragraph (l) of this proposed AD. Operators may still request an AMOC 
using the procedures provided in paragraph (p) of this AD.
    This proposed AD would require accomplishing the actions specified 
in the service information identified previously, except as discussed 
under ``Differences Between the Proposed AD and the Service 
Information.''
    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 actions, 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.

Differences Between the Proposed AD and the Service Information

    For airplanes with fewer than 15,000 total flight cycles, Boeing 
Service Bulletin 747-53A2465, Revision 5, dated July 11, 2013, 
recommends, in part, accomplishing a detailed inspection before the 
accumulation of 13,000 total flight cycles. But, we have determined 
that the 13,000-total-flight-cycle compliance time is insufficient to 
address the identified unsafe condition soon enough to ensure an 
adequate level of safety for the affected fleet, and instead are 
proposing 10,000 total flight cycles. In developing an appropriate 
compliance time for this detailed inspection, we considered the degree 
of urgency associated with the subject unsafe condition, and the fact 
that we have received a report of a 13-inch crack adjacent to a 2-inch 
crack in the NWW right-hand side panel on an airplane with 11,428 total 
flight cycles. This difference has been coordinated with The Boeing 
Company.
    Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11, 
2013, specifies to contact the manufacturer for instructions on how to 
repair certain conditions, but this proposed AD would require repairing 
those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by the Boeing Commercial 
Airplanes Organization Designation Authorization (ODA) whom we have 
authorized to make those findings.

Explanation of Compliance Time

    The compliance time for the modification specified in paragraphs 
(i) and (l) of this proposed AD for addressing WFD was established to 
ensure that discrepant structure is modified before WFD develops in 
airplanes. Standard inspection techniques cannot be relied on to detect 
WFD before it becomes a hazard to flight. We will not grant any 
extensions of the compliance time to complete any AD-mandated service 
bulletin related to WFD without extensive new data that would 
substantiate and clearly warrant such an extension.

Costs of Compliance

    We estimate that this proposed AD affects 255 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
             Action                  Labor cost           Parts cost         Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Inspections [actions retained    119 work-hours x   $0....................  $10,115 per        $2,579,325 per
 from AD 2006-22-15, Amendment    $85 per hour =                             inspection cycle.  inspection
 39-14812 (71 FR 64884,           $10,115 per                                                   cycle.
 November 6, 2006)].              inspection cycle.
Modification [actions retained   Up to 1,346 work-  Up to $144,248........  Up to $258,658...  Up to
 from AD 2006-22[dash]15,         hours x $85 per                                               $65,957,790.
 Amendment 39-14812 (71 FR        hour = $114,410.
 64884, November 6, 2006)].
Post-modification Inspections    119 work-hours x   $0....................  $10,115 per        $2,579,325 per
 [new proposed action].           $85 per hour =                             inspection cycle.  inspection
                                  $10,115 per                                                   cycle.
                                  inspection cycle.
----------------------------------------------------------------------------------------------------------------

    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.

[[Page 68391]]

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) 2006-22-
15, Amendment 39-14812 (71 FR 64884, November 6, 2006), and adding the 
following new AD:

The Boeing Company: Docket No. FAA-2014-0774; Directorate Identifier 
2013-NM-154-AD.

 (a) Comments Due Date

    The FAA must receive comments on this AD action by January 2, 
2015.

(b) Affected ADs

    This AD replaces AD 2006-22-15, Amendment 39-14812 (71 FR 64884, 
November 6, 2006).

(c) Applicability

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

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by multiple reports of cracking in the nose 
wheel well (NWW) top panel and side panel webs and stiffeners caused 
by fatigue. We are issuing this AD to prevent fatigue cracking of 
the NWW side and top panels, which could result in a NWW 
depressurization event severe enough to reduce the structural 
integrity of the fuselage.

(f) Compliance

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

(g) Repetitive Inspections and Corrective Actions With New Compliance 
Times

    Except as specified in paragraphs (h)(1) and (h)(2) of this AD, 
at the applicable time specified in paragraph 1.E., ``Compliance,'' 
of Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11, 
2013, do the actions specified in paragraphs (g)(1), (g)(2), and 
(g)(3) of this AD, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2465, Revision 5, 
dated July 11, 2013; and do all applicable related investigative and 
corrective actions; in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2465, Revision 5, 
dated July 11, 2013, except as specified in paragraph (h)(3) of this 
AD. Do all applicable related investigative and corrective actions 
before further flight. Repeat the inspections specified in 
paragraphs (g)(1), (g)(2), and (g)(3) of this AD thereafter at the 
applicable intervals specified in paragraph 1.E., ``Compliance,'' of 
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11, 
2013. In table 2 and table 3 in paragraph 1.E., ``Compliance,'' of 
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11, 
2013, the date ``January 27, 2005,'' is the effective date of AD 
2004-25-23, Amendment 39-13911 (69 FR 76839, December 23, 2004); and 
the date ``May 10, 2005,'' is the effective date of AD 2005-09-02, 
Amendment 39-14070 (70 FR 21141, April 25, 2005; corrected May 25, 
2005 (70 FR 29940)).
    (1) Do an external detailed inspection for cracks of the top and 
sidewall panel webs of the NWW (specified as Area 1 and Area 2 in 
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11, 
2013).
    (2) Do internal detailed and surface high frequency eddy current 
(HFEC) inspections for cracks of the sidewall panel and top panel 
stiffeners of the NWW (specified as Area 3 in Boeing Service 
Bulletin 747-53A2465, Revision 5, dated July 11, 2013).
    (3) Do an external detailed and ultrasonic testing (UT) 
inspection for cracks of the top and sidewall panel webs.

(h) Exceptions to Boeing Service Bulletin 747-53A2465, Revision 5, 
Dated July 11, 2013

    (1) Table 1 in paragraph 1.E., ``Compliance,'' of Boeing Service 
Bulletin 747-53A2465, Revision 5, dated July 11, 2013, applies to 
airplanes with less than 15,000 total flight cycles ``as of the 
Revision 5 date of this service bulletin.'' For this AD, however, 
Table 1 applies to airplanes with the specified total flight cycles 
as of the effective date of this AD.
    (2) Where Table 1 in paragraph 1.E., ``Compliance,'' of Boeing 
Service Bulletin 747-53A2465, Revision 5, dated July 11, 2013, 
specifies a compliance time of ``13,000 total flight-cycles,'' or 
``within 1,000 flights cycles after the Revision 5 date of this 
service bulletin,'' whichever occurs later, this AD requires 
compliance before the accumulation of 10,000 total flight cycles or 
within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later.
    (3) If any cracking or damage is found during any inspection 
required by paragraph (g) of this AD, and Boeing Service Bulletin 
747-53A2465, Revision 5, dated July 11, 2013, specifies to contact 
Boeing for appropriate action: Before further flight, repair the 
cracking or damage using a method approved in accordance with the 
procedures specified in paragraph (p) of this AD.

(i) NWW Modification

    For airplanes identified in Boeing Service Bulletin 747-53A2562, 
Revision 3, dated July 11, 2013: At the applicable time specified in 
paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 747-
53A2562, Revision 3, dated July 11, 2013, replace the left-side, 
right-side, and top panels of the NWW, as applicable, with new 
panels, in accordance with the Accomplishment Instructions of Boeing 
Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013. As of 
the effective date of this AD, concurrently with doing the 
replacement specified Boeing Service Bulletin 747-53A2562, Revision 
3, dated July 11, 2013, do a detailed inspection for any cracks or 
damage (including, but not limited to, dents and corrosion) in all 
attaching structural elements that were common to the removed top 
panel and side panels, as applicable, and do all applicable 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2562, Revision 3, 
dated July 11, 2013. If any crack or damage is found, before further 
flight, repair the cracking or damage using a method approved in 
accordance with the procedures specified in paragraph (p) of this 
AD. In paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 
747-53A2562, Revision 3, dated July 11, 2013, the date ``December 
11, 2006,'' is the effective date of AD 2006-22-15, Amendment 39-
14812 (71 FR 64884, November 6, 2006).

(j) Repetitive Post-Modification Inspections

    For airplanes on which the replacement specified in paragraph 
(i) has been done: Except as required by paragraph (k) of this AD, 
at the applicable time specified in paragraph 1.E., ``Compliance,'' 
of Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11, 
2013, do the actions specified in paragraphs (j)(1), (j)(2), and 
(j)(3) of this AD. If any crack is found: Before further flight, 
repair the cracking using a method approved in accordance with the 
procedures specified in paragraph (p) of this AD. Repeat the 
inspections specified in paragraphs (j)(1), (j)(2), and (j)(3) of 
this AD thereafter at the applicable intervals specified in 
paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 747-
53A2562, Revision 3, dated July 11, 2013.
    (1) Do an external detailed inspection for cracks in the side 
panel webs, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11, 
2013.
    (2) Do an internal detailed inspection and HFEC inspection for 
cracks in the top and side panel stiffeners, in accordance with the 
Accomplishment Instructions of Boeing Service Bulletin 747-53A2562, 
Revision 3, dated July 11, 2013.
    (3) Do an external detailed inspection for cracks in the top 
panel web, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11, 
2013.

(k) Exceptions to Boeing Service Bulletin 747-53A2562, Revision 3, 
Dated July 11, 2013

    Where paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 
747-53A2562, Revision 3, dated July 11, 2013, specifies a compliance 
time relative to the ``Revision 3

[[Page 68392]]

date of this service bulletin,'' this AD requires compliance within 
the specified compliance time after the effective date of this AD.

(l) NWW Modification for Certain Airplanes

    For airplanes identified in Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012: At the applicable time specified 
in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2808, dated November 30, 2012, or within 57 months after 
December 11, 2006 (the effective date of AD 2006-22-15, Amendment 
39-14812 (71 FR 64884, November 6, 2006)), whichever occurs later, 
replace the left side, right side, and top panels of the NWW, as 
applicable, with new panels; in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2808, dated 
November 30, 2012. Concurrently with doing the replacement specified 
in this paragraph, do a detailed inspection for cracks of the 
attaching structural elements that were common to the removed top, 
left-side, and right-side panels of the NWW, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012. If any crack is found, before 
further flight, repair the cracking using a method approved in 
accordance with the procedures specified in paragraph (p) of this 
AD.

(m) Repetitive Post-Modification Inspections for Certain Airplanes

    For airplanes on which the replacement specified in paragraph 
(l) has been done: At the applicable time specified in paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2808, 
dated November 30, 2012, do the actions specified in paragraphs 
(l)(1), (l)(2), and (l)(3) of this AD. If any crack is found: Before 
further flight, repair the cracking using a method approved in 
accordance with the procedures specified in paragraph (p) of this 
AD. Repeat the inspections specified in paragraphs (m)(1), (m)(2), 
and (m)(3) of this AD thereafter at the applicable intervals 
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 747-53A2808, dated November 30, 2012.
    (1) Do an external detailed inspection for cracks in the side 
panel webs, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2808, dated November 30, 2012.
    (2) Do an internal detailed inspection and HFEC inspection for 
cracks in the top and side panel stiffeners, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012.
    (3) Do an external detailed inspection for cracks in the top 
panel web, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2808, dated November 30, 2012.

(n) Terminating Action

    Replacing the left side, right side, and top panels of the NWW 
with new panels as specified in paragraph (i) or (l) of this AD 
terminates the inspections required by paragraph (g) of this AD.

(o) Credit for Previous Actions

    (1) This paragraph restates the credit given in paragraph (k) of 
AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006).
    (i) This paragraph provides credit for the actions required by 
paragraph (g)(1) of this AD, if those actions were performed before 
January 27, 2005 (the effective date of AD 2005-09-02, Amendment 39-
14070 (70 FR 21141, April 25, 2005); corrected on May 25, 2005 (70 
FR 29940)), using Boeing Alert Service Bulletin 747-53A2465, dated 
April 5, 2001, which is not incorporated by reference in this AD.
    (ii) This paragraph provides credit for actions required by 
paragraphs (g)(1) and (g)(2) of this AD, if those inspections were 
performed before December 11, 2006 (the effective date of AD 2006-
22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006)), using a 
service bulletin identified in paragraph (o)(1)(ii)(A), 
(o)(1)(ii)(B), or (o)(1)(ii)(C) of this AD, which are not 
incorporated by reference in this AD.
    (A) Boeing Service Bulletin 747-53A2465, Revision 1, dated 
October 16, 2003.
    (B) Boeing Alert Service Bulletin 747-53A2465, Revision 2, dated 
November 11, 2004.
    (C) Boeing Alert Service Bulletin 747-53A2465, Revision 3, dated 
December 23, 2004.
    (2) This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using Boeing Service Bulletin 747-53A2465, 
Revision 4, dated February 25, 2004, which is not incorporated by 
reference in this AD.
    (3) This paragraph provides credit for the actions required by 
paragraphs (i) and (j) of this AD, if those actions were performed 
before the effective date of this AD, using Boeing Service Bulletin 
747-53A2562, Revision 1, dated July 28, 2005; or Boeing Service 
Bulletin 747-53A2562, Revision 2, dated May 31, 2007; which are not 
incorporated by reference in this AD.

(p) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested 
using the procedures found in 14 CFR 39.19. In accordance with 14 
CFR 39.19, send your request to your principal inspector or local 
Flight Standards District Office, as appropriate. If sending 
information directly to the manager of the ACO, send it to the 
attention of the person identified in paragraph (p)(1) of this AD. 
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved the Boeing 
Commercial Airplanes Organization Designation Authorization (ODA) 
that has been authorized by the Manager, Seattle ACO, to make those 
findings. For a repair method to be approved, the repair must meet 
the certification basis of the airplane, and the approval must 
specifically refer to this AD.
    (4) AMOCs approved for AD 2006-22-15, Amendment 39-14812 (71 FR 
64884, November 6, 2006), are approved as AMOCs for the 
corresponding provisions of this AD.
    (5) AMOCs approved for paragraph (o) of AD 2006-22-15, Amendment 
39-14812 (71 FR 64884, November 6, 2006), are approved as AMOCs for 
the corresponding provisions of paragraph (l) of this AD.

(q) Related Information

    (1) For more information about this AD, contact Bill Ashforth, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6432; fax: 425-917-6590; email: 
Bill.Ashforth@faa.gov.
    (2) For service information identified in this AD, 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 November 6, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-27066 Filed 11-14-14; 8:45 am]
BILLING CODE 4910-13-P