Airworthiness Directives; The Boeing Company Airplanes, 70799-70802 [2014-28124]
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Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules
6311–6317), which was subsequently redesignated as Part A–1 for editorial
reasons, established an energy
conservation program for certain
industrial equipment, including
compressors, the subject of today’s
notice. (42 U.S.C. 6311(2)(B)(i)) Unlike
some other types of equipment included
in EPCA, the term ‘‘compressors’’ is
undefined.
Section 341 of EPCA, 42 U.S.C. 6312,
provides a general statement of purpose
to improve the efficiency of a variety of
industrial equipment to conserve the
energy resources of the Nation and
permits the Secretary of Energy to
classify certain equipment as covered
equipment if a determination is made by
rulemaking that doing so is necessary to
carry out the purposes of Part A–1 of
EPCA. Consistent with this process,
DOE is currently considering whether to
regulate the efficiency of a specific
group of compressors—commercial and
industrial compressors. 77 FR 76972
(December 31, 2012). DOE received
comments from interested parties,
which are available in docket number
EERE–2013–BT–STD–0040. The
comments were considered in
developing a Framework Document to
explain the relevant issues, analyses,
and processes it anticipates using when
considering new energy conservation
standards for commercial and industrial
compressors. DOE issued that document
and conducted a public meeting to
discuss its contents earlier this year. 79
FR 6839 (February 5, 2014). For more
information, see https://
www1.eere.energy.gov/buildings/
appliance_standards/rulemaking.aspx/
ruleid/58.
Because the term ‘‘compressors’’ is
undefined by EPCA, DOE considered a
variety of definitions for this term to
help ensure a reasonable level of clarity
with respect to the type of equipment
that might be regulated. In its ongoing
proceeding, DOE offered for comment
the following definition for
‘‘commercial and industrial
compressors’’ to clarify the coverage of
any potential test procedure or energy
conservation standard:
Compressor: ‘‘A compressor is an
electric-powered device that takes in air
or gas at atmospheric pressure and
delivers the air or gas at a higher
pressure. Compressors typically have a
specific ratio, the ratio of delivery
pressure to supply pressure, greater than
1.20.’’
After further evaluating this definition
and considering the comments it
received, DOE revisited this definition
and offered a revised version. That
version, which is based on International
Organization for Standardization (ISO)
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Technical Report (TR) 12942, provides a
different definition of the term
‘‘compressor’’ from DOE’s initial
approach. (ISO TR 12942 provides a
means to classify modern compressor
types along with definitions and related
terms that can be utilized in technical
and contractual specifications such as a
manufacturer’s literature and industrial
statistics.) DOE offered the following
revised definition for public comment:
Compressor: a machine or apparatus
converting different types of energy into
the potential energy of gas pressure for
displacement and compression of
gaseous media to any higher pressure
values above atmospheric pressure with
pressure-increase ratios exceeding 1.1.1
DOE is continuing to consider
revisions to this definition, however,
due at least in part to submitted
comments in which some parties
commented that the specified ratio
should be different to avoid overlapping
with what the compressor industry
generally treats as ‘‘blowers,’’
equipment for which DOE may also
establish standards. See 78 FR 7306
(February 1, 2013) (announcing DOE’s
issuance of a framework document
related to the potential setting of energy
conservation standards for industrial
fans and blowers). Also see https://
www1.eere.energy.gov/buildings/
appliance_standards/rulemaking.aspx/
ruleid/25.
While DOE’s focus has centered
primarily on those compressors that are
intended to compress air, compressors
are used in a wide variety of
applications and may be used to
compress different types of gases. DOE
is aware that compressors intended to
compress other gases such as natural gas
(i.e., gas compressors) may, both
collectively and individually, use a
substantial amount of energy, as such
compressors are often very large. An
important application of gas
compressors is the pipeline transport of
natural gas. The drivers for such
compressors can be natural gas turbines
(particularly since gas is an easily
accessible fuel out in the field), steam
turbines, internal combustion engines,
or electric motors. Recent data provided
by the Energy Information
Administration (EIA) indicate that the
annual amount of natural gas used to
transport natural gas through the
pipeline system was about 0.7
quadrillion Btu. In addition to the
pipeline transport of natural gas,
compressors are used in the production
1 International Organization for Standardization
(ISO), ISO 12942, Compressors—Classification—
Complementary information to ISO 5390,
International Organization for Standardization
(ISO), 2012.
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70799
and processing of natural gas, which is
accounted for in the 1.4 quadrillion Btus
of natural gas reported by EIA as ‘‘lease
and plant fuel.’’ 2 As such, DOE is now
considering the possibility of setting
energy efficiency standards for natural
gas compressors, in addition to
efficiency standards for commercial and
industrial air compressors.
To inform its decision making
regarding natural gas compressors DOE
will hold a public meeting to discuss
and receive further comments and
supporting data about the characteristics
and energy use of this equipment as
described in the RFI. (79 FR 45377)
Issued in Washington, DC, on November
20, 2014.
Kathleen B. Hogan,
Deputy Assistant Secretary, Energy Efficiency
and Renewable Energy.
[FR Doc. 2014–28126 Filed 11–26–14; 8:45 am]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0778; Directorate
Identifier 2014–NM–095–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 adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 747–100B,
747–100B SUD, 747–200B, 747–200C,
747–200F, 747–300, 747–400, 747–
400D, 747–400F, 747SR, and 747SP
series airplanes. This proposed AD was
prompted by reports of corrosion found
on the mating surfaces between certain
skin and stringers at circumferential
skin splices. This proposed AD would
require general visual inspections of the
fuselage skin at certain lower
circumferential splices for the presence
of existing external doublers, repetitive
inspections of the fuselage skin, and
related investigative and corrective
actions if necessary. We are proposing
this AD to detect and correct
compromised fillet seals, which can
result in corrosion and skin cracking
and consequent loss of capability to
support limit loads.
SUMMARY:
2 Energy Information Administration, Annual
Energy Outlook 2014, Table 2.
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Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules
We must receive comments on
this proposed AD by January 12, 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
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.
DATES:
Examining the AD Docket
tkelley on DSK3SPTVN1PROD with PROPOSALS
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0778; 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 proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2014–0778; Directorate Identifier 2014–
NM–095–AD’’ at the beginning of your
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16:38 Nov 26, 2014
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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
We received reports of corrosion
found on the mating surfaces between
the skin and stringers in Section 42 and
Section 46 at circumferential skin
splices. A review of the applicable
drawings shows that the stringers in
these circumferential splice locations
were not installed with faying surface
sealant. Fillet seals were applied on
both the upper and lower sides of the
stringer, so if a fillet seal is
compromised, moisture can enter the
area and result in corrosion in the area
between the skin and the stringer. This
condition, if not corrected, could result
in skin cracking, which could result in
a loss of capability to support limit
loads.
Relevant Service Information
We reviewed Boeing Alert Service
Bulletin 747–53A2861, dated April 1,
2014. For information on the procedures
and compliance times, see this service
information at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0778.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would require
accomplishing the actions specified in
the service information identified
previously, except as discussed under
‘‘Difference 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
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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 ‘‘RC’’ Steps in Service
Information
The FAA worked in conjunction with
industry, under the Airworthiness
Directives Implementation Aviation
Rulemaking Committee (AD ARC), to
enhance the AD system. One
enhancement was a new process for
annotating which steps in the service
information are required for compliance
with an AD. Differentiating these steps
from other tasks in the service
information is expected to improve an
owner’s/operator’s understanding of
crucial AD requirements and help
provide consistent judgment in AD
compliance. The actions specified in the
service information described
previously include steps that are labeled
as RC (required for compliance) because
these steps have a direct effect on
detecting, preventing, resolving, or
eliminating an identified unsafe
condition.
As noted in the specified service
information, steps labeled as RC must be
done to comply with the proposed AD.
However, 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 service
information without obtaining approval
of an alternative method of compliance
(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 will require approval of an
AMOC.
Difference Between Proposed Rule and
Service Bulletin
Boeing Alert Service Bulletin 747–
53A2861, dated April 1, 2014, 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.
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Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules
Costs of Compliance
70801
We estimate the following costs to
comply with this proposed AD:
We estimate that this proposed AD
affects 165 airplanes of U.S. registry.
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Inspection ...............
Up to 121 work-hours × $85 per hour = $10,370 .............
$0
Up to $10,285 ............
We have received no definitive data
that would enable us to provide cost
estimates for the on-condition actions
specified in this proposed AD.
List of Subjects in 14 CFR Part 39
Authority for This Rulemaking
The Proposed Amendment
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 proposed
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.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
tkelley on DSK3SPTVN1PROD with PROPOSALS
Regulatory Findings
We 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 this 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.
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PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2014–0778; Directorate Identifier 2014–
NM–095–AD.
(a) Comments Due Date
We must receive comments by January 12,
2015.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 747–100B, 747–100B SUD, 747–200B,
747–200C, 747–200F, 747–300, 747–400,
747–400D, 747–400F, 747SR, and 747SP
series airplanes; certificated in any category,
as identified in Boeing Alert Service Bulletin
747–53A2861, dated April 1, 2014.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of
corrosion found on the mating surfaces
between certain skin and stringers at
circumferential skin splices. We are issuing
this AD to detect and correct compromised
fillet seals, which can result in corrosion and
skin cracking and consequent loss of
capability to support limit loads.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
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Cost on U.S.
operators
Up to $1,697,025.
(g) Inspections and Repair for Group 1
Airplanes
For airplanes identified as Group 1 in
Boeing Alert Service Bulletin 747–53A2861,
dated April 1, 2014: At the applicable times
specified in paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2861,
dated April 1, 2014, except as provided by
paragraph (i)(1) of this AD, do external
general visual inspections for the presence of
external doublers on the fuselage skin, and
do the applicable actions specified in
paragraphs (g)(1) and (g)(2) of this AD, in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2861, dated April 1, 2014, except as
required by paragraph (i)(2) of this AD.
(1) Before further flight, do an external
lower lobe doubler surface low frequency
eddy current (LFEC) inspection for skin
cracks or do an external lower lobe skin
surface LFEC inspection for corrosion, as
applicable, and do all applicable related
investigative and corrective actions. Do all
applicable related investigative and
corrective actions before further flight.
(2) Do all applicable repetitive inspections
of the fuselage skin thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2861, dated April 1, 2014.
(h) Inspections and Repair for Group 2
Airplanes
For airplanes identified as Group 2 in
Boeing Alert Service Bulletin 747–53A2861,
dated April 1, 2014: At the applicable times
specified in paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2861,
dated April 1, 2014, except as provided by
paragraph (i)(1) of this AD, do external
general visual inspections for the presence of
external doublers on the fuselage skin, and
do the applicable actions specified in
paragraphs (h)(1) and (h)(2) of this AD, in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2861, dated April 1, 2014, except as
required by paragraph (i)(2) of this AD.
(1) For affected areas with any existing
repair doubler: Before further flight, do
inspections and applicable repairs using a
method approved in accordance with the
procedures specified by paragraph (j) of this
AD.
(2) For affected areas with no existing
repair doubler, do the applicable actions
specified in paragraph (h)(2)(i) and (h)(2)(ii)
of this AD.
(i) Before further flight, do an external
lower lobe skin surface LFEC for corrosion,
an external lower lobe doubler surface LFEC
inspection for skin cracks, and an external
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Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules
lower lobe skin detailed inspection for cracks
and do all applicable related investigative
and corrective actions. Do all applicable
related investigative and corrective actions
before further flight.
(ii) Do all applicable repetitive inspections
of the fuselage skin thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2861, dated April 1, 2014.
(i) Exceptions to Service Information
Specifications
(1) Where Boeing Alert Service Bulletin
747–53A2861, dated April 1, 2014, specifies
a compliance time ‘‘after the original issue
date of this service bulletin,’’ this AD
requires compliance within the specified
compliance time after the effective date of
this AD.
(2) Although Boeing Alert Service Bulletin
747–53A2861, dated April 1, 2014, specifies
to contact Boeing for repair data, and
specifies that action as ‘‘RC’’ (Required for
Compliance), this AD requires repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (j) of this AD.
tkelley on DSK3SPTVN1PROD with PROPOSALS
(j) Alternative Methods of Compliance
(AMOCs)
16:38 Nov 26, 2014
Jkt 235001
Issued in Renton, Washington, on
November 19, 2014.
Suzanne Masterson,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–28124 Filed 11–26–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
(1) The Manager, 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 (k)(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) Except as required by paragraph (i) of
this AD: If the service information contains
steps that are labeled as RC (Required for
Compliance), those 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.
(4) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
to make those findings. For a repair method
to be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
VerDate Sep<11>2014
(k) Related Information
(1) For more information about this AD,
contact Bill Ashforth, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6432; fax: 425–917–6590;
email: bill.ashforth@faa.gov.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
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.
Federal Aviation Administration
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.
ADDRESSES:
14 CFR Part 39
Examining the AD Docket
[Docket No. FAA–2014–0777; Directorate
Identifier 2014–NM–088–AD]
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0777; 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:
Douglas Tsuji, Senior Aerospace
Engineer, Systems and Equipment
Branch, ANM–130S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone: 425–917–6546; fax: 425–
917–6590; email: douglas.tsuji@faa.gov.
SUPPLEMENTARY INFORMATION:
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 787–8
airplanes. This proposed AD was
prompted by numerous reports of
failures of the proximity sensor within
the slat skew detection mechanism
assembly (DMA) leading to slats up
landing events. This proposed AD
would require replacing the slat skew
DMAs with new slat skew DMAs, and
marking the existing identification
plates on the slat with the new part
number. We are proposing this AD to
prevent failure of the proximity sensor,
which could result in the slats being
shut down and a slats up high speed
landing. This condition, in combination
with abnormal landing conditions such
as a short runway or adverse weather
conditions, could result in a runway
excursion.
DATES: We must receive comments on
this proposed AD by January 12, 2015.
SUMMARY:
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Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2014–0777; Directorate Identifier 2014–
NM–088–AD’’ at the beginning of your
comments. We specifically invite
E:\FR\FM\28NOP1.SGM
28NOP1
Agencies
[Federal Register Volume 79, Number 229 (Friday, November 28, 2014)]
[Proposed Rules]
[Pages 70799-70802]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-28124]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0778; Directorate Identifier 2014-NM-095-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain The Boeing Company Model 747-100B, 747-100B SUD, 747-200B, 747-
200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP
series airplanes. This proposed AD was prompted by reports of corrosion
found on the mating surfaces between certain skin and stringers at
circumferential skin splices. This proposed AD would require general
visual inspections of the fuselage skin at certain lower
circumferential splices for the presence of existing external doublers,
repetitive inspections of the fuselage skin, and related investigative
and corrective actions if necessary. We are proposing this AD to detect
and correct compromised fillet seals, which can result in corrosion and
skin cracking and consequent loss of capability to support limit loads.
[[Page 70800]]
DATES: We must receive comments on this proposed AD by January 12,
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 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-
0778; 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 proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2014-0778;
Directorate Identifier 2014-NM-095-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
We received reports of corrosion found on the mating surfaces
between the skin and stringers in Section 42 and Section 46 at
circumferential skin splices. A review of the applicable drawings shows
that the stringers in these circumferential splice locations were not
installed with faying surface sealant. Fillet seals were applied on
both the upper and lower sides of the stringer, so if a fillet seal is
compromised, moisture can enter the area and result in corrosion in the
area between the skin and the stringer. This condition, if not
corrected, could result in skin cracking, which could result in a loss
of capability to support limit loads.
Relevant Service Information
We reviewed Boeing Alert Service Bulletin 747-53A2861, dated April
1, 2014. For information on the procedures and compliance times, see
this service information at https://www.regulations.gov by searching for
and locating Docket No. FAA-2014-0778.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would require accomplishing the actions specified
in the service information identified previously, except as discussed
under ``Difference 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.
Explanation of ``RC'' Steps in Service Information
The FAA worked in conjunction with industry, under the
Airworthiness Directives Implementation Aviation Rulemaking Committee
(AD ARC), to enhance the AD system. One enhancement was a new process
for annotating which steps in the service information are required for
compliance with an AD. Differentiating these steps from other tasks in
the service information is expected to improve an owner's/operator's
understanding of crucial AD requirements and help provide consistent
judgment in AD compliance. The actions specified in the service
information described previously include steps that are labeled as RC
(required for compliance) because these steps have a direct effect on
detecting, preventing, resolving, or eliminating an identified unsafe
condition.
As noted in the specified service information, steps labeled as RC
must be done to comply with the proposed AD. However, 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 service
information without obtaining approval of an alternative method of
compliance (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 will require approval of an AMOC.
Difference Between Proposed Rule and Service Bulletin
Boeing Alert Service Bulletin 747-53A2861, dated April 1, 2014,
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.
[[Page 70801]]
Costs of Compliance
We estimate that this proposed AD affects 165 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product Cost on U.S. operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection.......................... Up to 121 work-hours x $85 per hour = $0 Up to $10,285.......... Up to $1,697,025.
$10,370.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 proposed 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 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 this 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. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA-2014-0778; Directorate Identifier
2014-NM-095-AD.
(a) Comments Due Date
We must receive comments by January 12, 2015.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 747-100B, 747-100B
SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-
400F, 747SR, and 747SP series airplanes; certificated in any
category, as identified in Boeing Alert Service Bulletin 747-
53A2861, dated April 1, 2014.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of corrosion found on the mating
surfaces between certain skin and stringers at circumferential skin
splices. We are issuing this AD to detect and correct compromised
fillet seals, which can result in corrosion and skin cracking and
consequent loss of capability to support limit loads.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspections and Repair for Group 1 Airplanes
For airplanes identified as Group 1 in Boeing Alert Service
Bulletin 747-53A2861, dated April 1, 2014: At the applicable times
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 747-53A2861, dated April 1, 2014, except as provided by
paragraph (i)(1) of this AD, do external general visual inspections
for the presence of external doublers on the fuselage skin, and do
the applicable actions specified in paragraphs (g)(1) and (g)(2) of
this AD, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2861, dated April 1, 2014,
except as required by paragraph (i)(2) of this AD.
(1) Before further flight, do an external lower lobe doubler
surface low frequency eddy current (LFEC) inspection for skin cracks
or do an external lower lobe skin surface LFEC inspection for
corrosion, as applicable, and do all applicable related
investigative and corrective actions. Do all applicable related
investigative and corrective actions before further flight.
(2) Do all applicable repetitive inspections of the fuselage
skin thereafter at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2861, dated
April 1, 2014.
(h) Inspections and Repair for Group 2 Airplanes
For airplanes identified as Group 2 in Boeing Alert Service
Bulletin 747-53A2861, dated April 1, 2014: At the applicable times
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 747-53A2861, dated April 1, 2014, except as provided by
paragraph (i)(1) of this AD, do external general visual inspections
for the presence of external doublers on the fuselage skin, and do
the applicable actions specified in paragraphs (h)(1) and (h)(2) of
this AD, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2861, dated April 1, 2014,
except as required by paragraph (i)(2) of this AD.
(1) For affected areas with any existing repair doubler: Before
further flight, do inspections and applicable repairs using a method
approved in accordance with the procedures specified by paragraph
(j) of this AD.
(2) For affected areas with no existing repair doubler, do the
applicable actions specified in paragraph (h)(2)(i) and (h)(2)(ii)
of this AD.
(i) Before further flight, do an external lower lobe skin
surface LFEC for corrosion, an external lower lobe doubler surface
LFEC inspection for skin cracks, and an external
[[Page 70802]]
lower lobe skin detailed inspection for cracks and do all applicable
related investigative and corrective actions. Do all applicable
related investigative and corrective actions before further flight.
(ii) Do all applicable repetitive inspections of the fuselage
skin thereafter at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2861, dated
April 1, 2014.
(i) Exceptions to Service Information Specifications
(1) Where Boeing Alert Service Bulletin 747-53A2861, dated April
1, 2014, specifies a compliance time ``after the original issue date
of this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(2) Although Boeing Alert Service Bulletin 747-53A2861, dated
April 1, 2014, specifies to contact Boeing for repair data, and
specifies that action as ``RC'' (Required for Compliance), this AD
requires repair before further flight using a method approved in
accordance with the procedures specified in paragraph (j) of this
AD.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, 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 (k)(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) Except as required by paragraph (i) of this AD: If the
service information contains steps that are labeled as RC (Required
for Compliance), those 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.
(4) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO to make
those findings. For a repair method to be approved, the repair must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.
(k) Related Information
(1) For more information about this AD, contact Bill Ashforth,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6432; fax: 425-917-6590; email:
bill.ashforth@faa.gov.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, 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 19, 2014.
Suzanne Masterson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-28124 Filed 11-26-14; 8:45 am]
BILLING CODE 4910-13-P