Airworthiness Directives; The Boeing Company Airplanes, 10468-10472 [2016-03884]
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10468
Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations
‘‘Compliance,’’ of Boeing Service Bulletin
DC8–57–104, dated August 18, 2014, install
external doublers and fasteners, and do an
external doubler ETLF inspection around the
fasteners for any cracking, in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin DC8–57–104, dated
August 18, 2014. Repeat the external ETLF
inspection at the applicable intervals
specified in 1.E., ‘‘Compliance,’’ of Boeing
Service Bulletin DC8–57–104, dated August
18, 2014. If any cracking is found during any
ETLF inspection required by this paragraph,
before further flight, repair the crack using a
method approved in accordance with the
procedures specified in paragraph (m) of this
AD.
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(l) Exception to the Compliance Time
Where Boeing Service Bulletin DC8–57–
104, dated August 18, 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.
(m) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles 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 (n) of this AD. Information may be
emailed to 9-ANM-LAACO-AMOCREQUESTS@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Los Angeles
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved for AD 2008–26–07,
Amendment 39–15773 (73 FR 78946,
December 24, 2008), are approved as AMOCs
for the corresponding provisions of this AD.
(5) Except as required by paragraphs (j) and
(k) of this AD: For service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (m)(5)(i) and (m)(5)(ii) of this AD
apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. An AMOC is required
for any deviations to RC steps, including
substeps and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
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approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
For more information about this AD,
contact Chandra Ramdoss, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles ACO, 3960 Paramount
Boulevard, Lakewood, CA 90712–4137;
telephone: 562–627–5239; fax: 562–627–
5210; email: Chandraduth.Ramdos@faa.gov.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(3) The following service information was
approved for IBR on April 5, 2016.
(i) Boeing Service Bulletin DC8–57–104,
dated August 18, 2014.
(ii) Reserved.
(4) The following service information was
approved for IBR on January 28, 2009 (73 FR
78946, December 24, 2008).
(i) Boeing Alert Service Bulletin DC8–
57A102, dated February 12, 2008.
(ii) Reserved.
(5) For Boeing service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data &
Services Management, 3855 Lakewood
Boulevard, MC D800–0019, Long Beach, CA
90846–0001; telephone 206–544–5000,
extension 2; fax 206–766–5683; Internet
https://www.myboeingfleet.com.
(6) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(7) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on February
15, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–04035 Filed 2–29–16; 8:45 am]
BILLING CODE 4910–13–P
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Federal Aviation Administration
14 CFR Part 39
(n) Related Information
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DEPARTMENT OF TRANSPORTATION
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[Docket No. FAA–2015–1270; Directorate
Identifier 2014–NM–222–AD; Amendment
39–18412; AD 2016–04–18]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 747–100,
–200B, –200C, –200F, –300, –400,
–400D, and –400F series airplanes. This
AD was prompted by reports of
significant fuselage skin damage at
certain parts of the dorsal fairing, due to
wear from the dorsal fairing. This AD
requires repetitive detailed inspections
for wear and cracks of the fuselage skin
under the dorsal fairing, and related
investigative and corrective actions if
necessary. This AD also requires
repetitive post-repair external surface
high frequency eddy current inspections
of the blended areas of the skin and
detailed inspections of the unrepaired
areas, and related investigative and
corrective actions if necessary. We are
issuing this AD to detect and correct
fuselage skin damage of the dorsal
fairing area, which could result in skin
cracking and consequent
depressurization of the airplane.
DATES: This AD is effective April 5,
2016.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of April 5, 2016.
ADDRESSES: For service information
identified in this final rule, 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. It is also
available on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
1270.
SUMMARY:
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Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations
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–2015–
1270; 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 AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Docket Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6428;
fax: 425–917–6590; email:
nathan.p.weigand@faa.gov.
SUPPLEMENTARY INFORMATION:
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Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain The Boeing Company
Model 747–100, –200B, –200C, –200F,
–300, –400, –400D, and –400F series
airplanes. The NPRM published in the
Federal Register on May 5, 2015 (80 FR
25627). The NPRM was prompted by
reports of significant fuselage skin
damage at certain parts of the dorsal
fairing, due to wear from the dorsal
fairing. The NPRM proposed to require
repetitive detailed inspections for wear
and cracks of the fuselage skin under
the dorsal fairing, and related
investigative and corrective actions if
necessary. The NPRM also proposed to
require repetitive post-repair external
surface high frequency eddy current
inspections of the blended areas of the
skin and detailed inspections of the
unrepaired areas, and related
investigative and corrective actions if
necessary. We are issuing this AD to
detect and correct fuselage skin damage
of the dorsal fairing area, which could
result in skin cracking and consequent
depressurization of the airplane.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM (80 FR 25627,
May 5, 2015) and the FAA’s response to
each comment.
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Request To Clarify Exclusion of Certain
Post-Modification Inspections
Boeing asked that we clarify
paragraph (i) of the proposed AD (80 FR
25627, May 5, 2015). Boeing stated that
paragraph (i) of the proposed AD
correctly states that post-modification
inspections would not be required by
the AD, but the proposed AD does not
clearly state that those inspections are
still required per operating rules, which
has caused confusion for operators in
the past. Boeing suggested that we
revise the proposed AD to state that
post-modification inspections are
already required by 14 CFR
121.1109(c)(2) and 14 CFR
129.109(b)(2).
We agree to clarify paragraph (i) of
this AD. We have revised paragraph (i)
of this AD to clarify that the postmodification inspections are
airworthiness limitations that are
required by maintenance and
operational rules; therefore, these
inspections are not required by this AD.
Request To Require Post-Modification
Inspections Currently Excluded
United Airlines (UAL) asked that the
post-modification inspections excluded
from the requirements of paragraph (i)
of the proposed AD (80 FR 25627, May
5, 2015) instead be required. UAL stated
that there is a conflict between the
proposed AD and tables 3, 6, and 7 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2876,
dated October 22, 2014. UAL noted that
the post-modification inspections
specified in tables 3, 6, and 7 are not
required in paragraph (i) of the
proposed AD; however, compliance
tables 1 and 2 of paragraph 1.E. of the
service information instruct operators to
accomplish those post-modification
inspections using tables 3, 6, and 7 of
paragraph 1.E.
UAL added that Note 1 to paragraph
(i) of the proposed AD (80 FR 25627,
May 5, 2015) specifies that the postmodification inspections may be used in
support of compliance with section
121.1109(c)(2) or 129.109(b)(2) of the
Federal Aviation Regulations (14 CFR
121.1109(c)(2) or 14 CFR 129.109(b)(2)).
UAL pointed out that sections
121.1109(c)(2) and 129.109(b)(2) require
operators to inspect damage-tolerant
reinforcing repairs to fatigue critical
structures; however, rub strips protect
the skin from contact with the dorsal
fairing and are not considered a
reinforcing repair.
We disagree with the commenter’s
request to require post-modification
inspections; however we acknowledge
there is a conflict. Paragraph (i) of this
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10469
AD states that tables 3, 6, and 7 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2876,
dated October 22, 2014, specify postmodification airworthiness limitation
inspections in compliance to 14 CFR
25.571(a)(3) at the modified locations,
which support compliance with 14 CFR
121.1109(c)(2) or 129.109(b)(2). These
two regulations require damagetolerance-based inspections to be added
as airworthiness limitations in order to
prevent the adverse effects of repairs,
alterations, and modifications. The rub
strips are considered a modification to
fatigue-critical structure and meet the
intent of section 121.1109(c)(2) or
129.109(b)(2) of the Federal Aviation
Regulations. Where compliance tables 1
and 2 of paragraph 1.E. of Boeing Alert
Service Bulletin 747–53A2876, dated
October 22, 2014, instruct operators to
accomplish post-modification
inspections using tables 3, 6, and 7 of
paragraph 1.E., ‘‘Compliance,’’ of the
service information, those postmodification inspections are not
required by this AD. We have added a
reference to paragraph (i) of this AD in
paragraphs (g) and (h) of this AD to
clarify tables 3, 6, and 7 of paragraph
1.E., ‘‘Compliance,’’ of the service
information are not required by
paragraphs (g) and (h) of this AD.
Request To Delete Certain Actions
UAL asked that we delete Options 1
and 2 of table 3 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October
22, 2014. UAL stated that Option 1 is for
post-modification of blend-out repairs
without a rub strip installed, and added
that table 3 is for post-modification
inspections for airplanes with a rub
strip previously installed. UAL added
that the Option 2 blend-out repair is
redundant information if the Option 1
action is deleted.
We do not agree with the commenter’s
request. Paragraph (i) of this AD
specifies that table 3, as well as tables
6 and 7, are not required by this AD.
Therefore, no further change to the AD
is necessary in this regard.
Request To Add Certain Requirements
UAL asked that instructions be added
to Part 3 of the Work Instructions of
Boeing Alert Service Bulletin 747–
53A2876, dated October 22, 2014, to
apply Teflon coating on top of the rub
strips. UAL stated that this will further
enhance protection and will reduce
wear and cracking of the rub strip due
to contact with the dorsal fairing.
We do not agree with the commenter’s
request. Boeing Alert Service Bulletin
747–53A2876, dated October 22, 2014
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(and the associated repairs and
modifications), was coordinated with
the FAA before it was issued. This
coordination included a damagetolerance analysis supporting the
inspection thresholds and intervals
specified in the service information.
Operators preferring to use a method
other than that specified in the
referenced service information may
request approval for an alternative
method of compliance (AMOC) and
provide supporting data, which, if
approved, may be used instead of the
procedures specified in the service
information. We have made no change
to the AD in this regard.
Request To Add Exception to the
Proposed AD (80 FR 25627, May 5,
2015)
United Parcel Service (UPS) asked
that we add another exception to
paragraph (j) of the proposed AD (80 FR
25627, May 5, 2015) to clarify that
Section 3.B., Part 6, sub-step 2, of
Boeing Alert Service Bulletin 747–
53A2876, dated October 22, 2014, is not
required. UPS stated that paragraph (g)
of the proposed AD requires operators to
perform applicable related investigative
and corrective actions, in accordance
with the Accomplishment Instructions
of Boeing Alert Service Bulletin 747–
53A2876, dated October 22, 2014. UPS
added that there is an inconsistency in
those Accomplishment Instructions.
UPS noted that tables 2 and 3 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2876,
dated October 22, 2014, specify
performing the actions in Parts 6 and 7,
and those sections include instructions
labeled ‘‘Required for Compliance’’
(RC). UPS stated that performing the
same action in both Parts 6 and 7 results
in a duplication of work. UPS added
that it submitted a service request to
Boeing and asked for clarification on
this duplication of work. UPS stated
that Boeing agreed that corrective
actions could result in duplication and
that it would evaluate the steps in the
Work Instructions and clarify them as
necessary.
We do not agree with the commenter’s
request. Boeing Alert Service Bulletin
747–53A2876, dated October 22, 2014,
specifies that if, during the
accomplishment of Part 6, obtaining the
gap identified in Condition 6 is not
possible, the operator must perform the
actions associated with Condition 7,
including trimming and re-shimming
the dorsal fin fairing to obtain that gap
by following the instructions in Part 7
of Boeing Alert Service Bulletin 747–
53A2876, dated October 22, 2014. After
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this is done, the operator must remeasure, as specified in Part 7, to make
sure the gap dimensions are correct.
Following accomplishment of Part 7, the
operator must complete the actions in
Part 6 at the repetitive intervals
specified in table 2 or table 3 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 747–53A2876,
dated October 22, 2014 (table 2 is
required by paragraph (g) of this AD;
table 3 specifies post-modification
airworthiness limitation inspections in
compliance to 14 CFR 25.571(a)(3) at the
modified locations, which support
compliance with 14 CFR 121.1109(c)(2)
or 129.109(b)(2)). In light of these facts,
we have determined that there is no
duplication of work. We have not
changed the AD in this regard.
Change To the Proposed AD (80 FR
25627, May 5, 2015)
Paragraph (g) of this AD refers to
initial and repetitive inspections of the
unrepaired structure. Paragraph (h) of
this AD refers to doing the inspections
specified at the applicable times in
tables 4 and 5 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October
22, 2014. These tables include
compliance times for both the repaired
and unrepaired areas. The proposed AD
(80 FR 25627, May 5, 2015) specified to
require the inspections in both
paragraphs (g) and (h) of this AD, since
there is no terminating action identified
in paragraph (h) of this AD. We have
determined that further clarification of
these inspection requirements is
necessary. Therefore, we have added a
sentence to paragraph (h) of this AD
clarifying that the inspections required
by paragraph (h) of this AD do not
terminate the inspections required by
paragraph (g) of this AD.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (80 FR
25627, May 5, 2015) for correcting the
unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (80 FR 25627,
May 5, 2015).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
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Related Service Information Under 1
CFR Part 51
We reviewed Boeing Alert Service
Bulletin 747–53A2876, dated October
22, 2014. This service information
describes procedures for repetitive
inspections of the fuselage skin under
the dorsal fairing, the blended areas of
the skin, and unrepaired areas, and
related investigative and corrective
actions, if necessary. This service
information is reasonably available
because the interested parties have
access to it through their normal course
of business or by the means identified
in the ADDRESSES section.
Explanation of ‘‘RC’’ Steps in Service
Information
The FAA worked in conjunction with
industry, under the Airworthiness
Directive Implementation Aviation
Rulemaking Committee (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 steps identified as
Required for Compliance (RC) in any
service information identified
previously have a direct effect on
detecting, preventing, resolving, or
eliminating an identified unsafe
condition.
For service information that contains
steps that are labeled as RC, the
following provisions apply: (1) The
steps labeled as RC, including substeps
under an RC step and any figures
identified in an RC step, must be done
to comply with the AD, and an AMOC
is required for any deviations to RC
steps, including substeps and identified
figures; and (2) steps not labeled as RC
may be deviated from using accepted
methods in accordance with the
operator’s maintenance or inspection
program without obtaining approval of
an AMOC, provided the RC steps,
including substeps and identified
figures, can still be done as specified,
and the airplane can be put back in an
airworthy condition.
Costs of Compliance
We estimate that this AD affects 93
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
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10471
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Cost on U.S. operators
Inspections ........
Up to 15 work-hours × $85 per
hour = $1,275.
$0
Up to $1,275 per inspection cycle
Up to $118,575 per inspection
cycle.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
We have received no definitive data
that will enable us to provide cost
estimates for the on-condition actions
specified in this 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.
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Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will 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 this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
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.
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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):
■
2016–04–18 The Boeing Company:
Amendment 39–18412 ; Docket No.
FAA–2015–1270; Directorate Identifier
2014–NM–222–AD.
(a) Effective Date
This AD is effective April 5, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 747–100, –200B, –200C, –200F, –300,
–400, –400D, and –400F series airplanes;
certificated in any category, as identified in
Boeing Alert Service Bulletin 747–53A2876,
dated October 22, 2014.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of
significant fuselage skin damage at the dorsal
fairing forward of station (STA) 2280 due to
wear from the dorsal fairing. We are issuing
this AD to detect and correct fuselage skin
damage of the dorsal fairing area, which
could result in skin cracking and consequent
depressurization of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Inspections and Repair
At the applicable time specified in tables
1 and 2 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2876,
dated October 22, 2014, except as provided
by paragraph (j)(1) of this AD, do a detailed
inspection of the fuselage skin under the
dorsal fairing for wear or cracks, and do all
applicable related investigative and
corrective actions, in accordance with the
Accomplishment Instructions of Boeing Alert
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Service Bulletin 747–53A2876, dated October
22, 2014, except as provided by paragraph (i)
of this AD and except as required by
paragraph (j)(2) of this AD. Do all applicable
related investigative and corrective actions at
the time specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October 22,
2014. Repeat the applicable inspections of
the fuselage skin thereafter at the applicable
times specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October 22,
2014.
(h) Post-Repair Inspections
At the applicable time specified in tables
4 and 5 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 747–53A2876,
dated October 22, 2014, except as provided
by paragraph (j)(1) of this AD, do an external
surface high frequency eddy current
inspection of the blended areas of the skin
and a detailed inspection of the unrepaired
areas, and do all applicable related
investigative and corrective actions, in
accordance with Part 8 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–53A2876, dated October
22, 2014, except as provided by paragraph (i)
of this AD and except as required by
paragraph (j)(2) of this AD. Do all applicable
related investigative and corrective actions at
the time specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October 22,
2014. Repeat the applicable inspections of
the blended areas of the skin thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October 22,
2014. Accomplishing the inspections
required by this paragraph does not terminate
the inspections required by paragraph (g) of
this AD.
(i) Post-Modification Inspections
Tables 3, 6, and 7 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 747–53A2876, dated October 22,
2014, specify post-modification
airworthiness limitation inspections in
compliance to 14 CFR 25.571(a)(3) at the
modified locations, which support
compliance with 14 CFR 121.1109(c)(2) or
129.109(b)(2). As airworthiness limitations,
these inspections are required by
maintenance and operational rules. It is
therefore unnecessary to mandate them in
this AD. Deviations from these inspections
require FAA approval, but do not require an
alternative method of compliance.
(j) Exceptions to Service Information
Specifications
(1) Where Boeing Alert Service Bulletin
747–53A2876, dated October 22, 2014,
specifies a compliance time ‘‘after the
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01MRR1
10472
Federal Register / Vol. 81, No. 40 / Tuesday, March 1, 2016 / Rules and Regulations
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
747–53A2876, dated October 22, 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 (k) of this AD.
asabaliauskas on DSK5VPTVN1PROD with RULES
(k) 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 (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) An AMOC that provides an acceptable
level of safety may be used for any repair,
modification, or alteration 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. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) Except as required by paragraph (j)(2)
of this AD: For service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (k)(4)(i) and (k)(4)(ii) apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. An AMOC is required
for any deviations to RC steps, including
substeps and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
(l) Related Information
For more information about this AD,
contact Nathan Weigand, Aerospace
Engineer, Airframe Branch, ANM–120S,
FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA
98057–3356; phone: 425–917–6428; fax: 425–
917–6590; email: nathan.p.weigand@faa.gov.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
VerDate Sep<11>2014
18:20 Feb 29, 2016
Jkt 238001
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin 747–
53A2876, dated October 22, 2014.
(ii) Reserved.
(3) 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.
(4) You may view this service information
at 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.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on February
15, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–03884 Filed 2–29–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF COMMERCE
Bureau of Industry and Security
15 CFR Part 701
[Docket No. 150825780–6125–02]
RIN 0694–AG38
Export Control Reform: Conforming
Change to Defense Sales Offset
Reporting Requirements
Bureau of Industry and
Security, Commerce.
ACTION: Final rule.
AGENCY:
This rule requires reporting of
offsets agreements in connection with
sales of items controlled on the United
States Munitions List (USML) and items
controlled in ‘‘600 series’’ Export
Control Classification Numbers (ECCNs)
on the Commerce Control List (CCL)
except for certain submersible and semisubmersible cargo transport vessels and
related items that are not on the control
lists of any of the multilateral export
control regimes of which the United
States is a member. Since the early
1990s, BIS has required reporting of
offsets agreements in connection with
sales of items controlled on the USML.
Those reporting requirements will
SUMMARY:
PO 00000
Frm 00040
Fmt 4700
Sfmt 4700
continue, unchanged by this rule.
Beginning on October 15, 2013, some
items have been removed from the
USML and been added to 600 series
ECCNs. These items were subject to
offsets reporting requirements prior to
being added to 600 series ECCNs. Some
other items have been moved from non600 series ECCNs to 600 series ECCNs
as part of the Administration’s Export
Control Reform Initiative. This rule
requires reporting of offsets agreements
in connection with sales of items
controlled in 600 series ECCNs
regardless of whether the item was
added to a 600 series ECCN
simultaneously with its removal from
the USML or was subject to the EAR
prior to its inclusion in a 600 series
ECCN, except for certain submersible
and semi-submersible cargo transport
vessels and related items that are not on
the control lists of any of the
multilateral export control regimes of
which the United States is a member.
The changes made by this rule were the
subject of a proposed rule for which BIS
received no comments. This final rule
adopts the text of the proposed rule
without change.
DATES: Effective: March 31, 2016.
FOR FURTHER INFORMATION CONTACT:
Ronald DeMarines, Strategic Analysis
Division, Office of Strategic Industries
and Economic Security, 202–482–3755,
or ronald.demarines@bis.doc.gov.
SUPPLEMENTARY INFORMATION:
Background
Part 701 of Title 15, Code of Federal
Regulations—Reporting of Offsets
Agreements in Sales of Weapon Systems
or Defense-Related Items to Foreign
Countries or Foreign Firms (herein the
Offsets Reporting Regulations) requires
that U.S. firms report certain offset
agreements to BIS annually. BIS uses
the information so reported to develop
a ‘‘detailed annual report on the impact
of offsets on the defense preparedness,
industrial competitiveness,
employment, and trade of the United
States’’ (herein ‘‘the offset report to
Congress’’), that is submitted to the
Committee on Banking, Housing, and
Urban Affairs of the Senate, and the
Committee on Financial Services of the
House of Representatives, as required by
Section 723 of the Defense Production
Act of 1950, as amended (DPA) (50
U.S.C. 4568(a)(1)). An offset for
purposes of the Offsets Reporting
Regulations is compensation required
by the purchaser as a condition of the
purchase in government-to-government
or commercial sales of defense articles
or services. This compensation can take
a variety of forms, including: Co-
E:\FR\FM\01MRR1.SGM
01MRR1
]]>Agencies
[Federal Register Volume 81, Number 40 (Tuesday, March 1, 2016)]
[Rules and Regulations]
[Pages 10468-10472]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-03884]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-1270; Directorate Identifier 2014-NM-222-AD;
Amendment 39-18412; AD 2016-04-18]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 747-100, -200B, -200C, -200F, -300, -400, -
400D, and -400F series airplanes. This AD was prompted by reports of
significant fuselage skin damage at certain parts of the dorsal
fairing, due to wear from the dorsal fairing. This AD requires
repetitive detailed inspections for wear and cracks of the fuselage
skin under the dorsal fairing, and related investigative and corrective
actions if necessary. This AD also requires repetitive post-repair
external surface high frequency eddy current inspections of the blended
areas of the skin and detailed inspections of the unrepaired areas, and
related investigative and corrective actions if necessary. We are
issuing this AD to detect and correct fuselage skin damage of the
dorsal fairing area, which could result in skin cracking and consequent
depressurization of the airplane.
DATES: This AD is effective April 5, 2016.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of April 5,
2016.
ADDRESSES: For service information identified in this final rule,
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. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
1270.
[[Page 10469]]
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-2015-
1270; 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 AD, the regulatory evaluation, any comments received, and
other information. The address for the Docket Office (phone: 800-647-
5527) is Docket Management Facility, U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Nathan Weigand, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6428; fax: 425-917-6590; email: nathan.p.weigand@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to certain The Boeing Company
Model 747-100, -200B, -200C, -200F, -300, -400, -400D, and -400F series
airplanes. The NPRM published in the Federal Register on May 5, 2015
(80 FR 25627). The NPRM was prompted by reports of significant fuselage
skin damage at certain parts of the dorsal fairing, due to wear from
the dorsal fairing. The NPRM proposed to require repetitive detailed
inspections for wear and cracks of the fuselage skin under the dorsal
fairing, and related investigative and corrective actions if necessary.
The NPRM also proposed to require repetitive post-repair external
surface high frequency eddy current inspections of the blended areas of
the skin and detailed inspections of the unrepaired areas, and related
investigative and corrective actions if necessary. We are issuing this
AD to detect and correct fuselage skin damage of the dorsal fairing
area, which could result in skin cracking and consequent
depressurization of the airplane.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (80
FR 25627, May 5, 2015) and the FAA's response to each comment.
Request To Clarify Exclusion of Certain Post-Modification Inspections
Boeing asked that we clarify paragraph (i) of the proposed AD (80
FR 25627, May 5, 2015). Boeing stated that paragraph (i) of the
proposed AD correctly states that post-modification inspections would
not be required by the AD, but the proposed AD does not clearly state
that those inspections are still required per operating rules, which
has caused confusion for operators in the past. Boeing suggested that
we revise the proposed AD to state that post-modification inspections
are already required by 14 CFR 121.1109(c)(2) and 14 CFR 129.109(b)(2).
We agree to clarify paragraph (i) of this AD. We have revised
paragraph (i) of this AD to clarify that the post-modification
inspections are airworthiness limitations that are required by
maintenance and operational rules; therefore, these inspections are not
required by this AD.
Request To Require Post-Modification Inspections Currently Excluded
United Airlines (UAL) asked that the post-modification inspections
excluded from the requirements of paragraph (i) of the proposed AD (80
FR 25627, May 5, 2015) instead be required. UAL stated that there is a
conflict between the proposed AD and tables 3, 6, and 7 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876,
dated October 22, 2014. UAL noted that the post-modification
inspections specified in tables 3, 6, and 7 are not required in
paragraph (i) of the proposed AD; however, compliance tables 1 and 2 of
paragraph 1.E. of the service information instruct operators to
accomplish those post-modification inspections using tables 3, 6, and 7
of paragraph 1.E.
UAL added that Note 1 to paragraph (i) of the proposed AD (80 FR
25627, May 5, 2015) specifies that the post-modification inspections
may be used in support of compliance with section 121.1109(c)(2) or
129.109(b)(2) of the Federal Aviation Regulations (14 CFR
121.1109(c)(2) or 14 CFR 129.109(b)(2)). UAL pointed out that sections
121.1109(c)(2) and 129.109(b)(2) require operators to inspect damage-
tolerant reinforcing repairs to fatigue critical structures; however,
rub strips protect the skin from contact with the dorsal fairing and
are not considered a reinforcing repair.
We disagree with the commenter's request to require post-
modification inspections; however we acknowledge there is a conflict.
Paragraph (i) of this AD states that tables 3, 6, and 7 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876,
dated October 22, 2014, specify post-modification airworthiness
limitation inspections in compliance to 14 CFR 25.571(a)(3) at the
modified locations, which support compliance with 14 CFR 121.1109(c)(2)
or 129.109(b)(2). These two regulations require damage-tolerance-based
inspections to be added as airworthiness limitations in order to
prevent the adverse effects of repairs, alterations, and modifications.
The rub strips are considered a modification to fatigue-critical
structure and meet the intent of section 121.1109(c)(2) or
129.109(b)(2) of the Federal Aviation Regulations. Where compliance
tables 1 and 2 of paragraph 1.E. of Boeing Alert Service Bulletin 747-
53A2876, dated October 22, 2014, instruct operators to accomplish post-
modification inspections using tables 3, 6, and 7 of paragraph 1.E.,
``Compliance,'' of the service information, those post-modification
inspections are not required by this AD. We have added a reference to
paragraph (i) of this AD in paragraphs (g) and (h) of this AD to
clarify tables 3, 6, and 7 of paragraph 1.E., ``Compliance,'' of the
service information are not required by paragraphs (g) and (h) of this
AD.
Request To Delete Certain Actions
UAL asked that we delete Options 1 and 2 of table 3 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876,
dated October 22, 2014. UAL stated that Option 1 is for post-
modification of blend-out repairs without a rub strip installed, and
added that table 3 is for post-modification inspections for airplanes
with a rub strip previously installed. UAL added that the Option 2
blend-out repair is redundant information if the Option 1 action is
deleted.
We do not agree with the commenter's request. Paragraph (i) of this
AD specifies that table 3, as well as tables 6 and 7, are not required
by this AD. Therefore, no further change to the AD is necessary in this
regard.
Request To Add Certain Requirements
UAL asked that instructions be added to Part 3 of the Work
Instructions of Boeing Alert Service Bulletin 747-53A2876, dated
October 22, 2014, to apply Teflon coating on top of the rub strips. UAL
stated that this will further enhance protection and will reduce wear
and cracking of the rub strip due to contact with the dorsal fairing.
We do not agree with the commenter's request. Boeing Alert Service
Bulletin 747-53A2876, dated October 22, 2014
[[Page 10470]]
(and the associated repairs and modifications), was coordinated with
the FAA before it was issued. This coordination included a damage-
tolerance analysis supporting the inspection thresholds and intervals
specified in the service information. Operators preferring to use a
method other than that specified in the referenced service information
may request approval for an alternative method of compliance (AMOC) and
provide supporting data, which, if approved, may be used instead of the
procedures specified in the service information. We have made no change
to the AD in this regard.
Request To Add Exception to the Proposed AD (80 FR 25627, May 5, 2015)
United Parcel Service (UPS) asked that we add another exception to
paragraph (j) of the proposed AD (80 FR 25627, May 5, 2015) to clarify
that Section 3.B., Part 6, sub-step 2, of Boeing Alert Service Bulletin
747-53A2876, dated October 22, 2014, is not required. UPS stated that
paragraph (g) of the proposed AD requires operators to perform
applicable related investigative and corrective actions, in accordance
with the Accomplishment Instructions of Boeing Alert Service Bulletin
747-53A2876, dated October 22, 2014. UPS added that there is an
inconsistency in those Accomplishment Instructions. UPS noted that
tables 2 and 3 of paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2876, dated October 22, 2014, specify
performing the actions in Parts 6 and 7, and those sections include
instructions labeled ``Required for Compliance'' (RC). UPS stated that
performing the same action in both Parts 6 and 7 results in a
duplication of work. UPS added that it submitted a service request to
Boeing and asked for clarification on this duplication of work. UPS
stated that Boeing agreed that corrective actions could result in
duplication and that it would evaluate the steps in the Work
Instructions and clarify them as necessary.
We do not agree with the commenter's request. Boeing Alert Service
Bulletin 747-53A2876, dated October 22, 2014, specifies that if, during
the accomplishment of Part 6, obtaining the gap identified in Condition
6 is not possible, the operator must perform the actions associated
with Condition 7, including trimming and re-shimming the dorsal fin
fairing to obtain that gap by following the instructions in Part 7 of
Boeing Alert Service Bulletin 747-53A2876, dated October 22, 2014.
After this is done, the operator must re-measure, as specified in Part
7, to make sure the gap dimensions are correct. Following
accomplishment of Part 7, the operator must complete the actions in
Part 6 at the repetitive intervals specified in table 2 or table 3 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-
53A2876, dated October 22, 2014 (table 2 is required by paragraph (g)
of this AD; table 3 specifies post-modification airworthiness
limitation inspections in compliance to 14 CFR 25.571(a)(3) at the
modified locations, which support compliance with 14 CFR 121.1109(c)(2)
or 129.109(b)(2)). In light of these facts, we have determined that
there is no duplication of work. We have not changed the AD in this
regard.
Change To the Proposed AD (80 FR 25627, May 5, 2015)
Paragraph (g) of this AD refers to initial and repetitive
inspections of the unrepaired structure. Paragraph (h) of this AD
refers to doing the inspections specified at the applicable times in
tables 4 and 5 of paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2876, dated October 22, 2014. These tables
include compliance times for both the repaired and unrepaired areas.
The proposed AD (80 FR 25627, May 5, 2015) specified to require the
inspections in both paragraphs (g) and (h) of this AD, since there is
no terminating action identified in paragraph (h) of this AD. We have
determined that further clarification of these inspection requirements
is necessary. Therefore, we have added a sentence to paragraph (h) of
this AD clarifying that the inspections required by paragraph (h) of
this AD do not terminate the inspections required by paragraph (g) of
this AD.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (80 FR 25627, May 5, 2015) for correcting the unsafe condition;
and
Do not add any additional burden upon the public than was
already proposed in the NPRM (80 FR 25627, May 5, 2015).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
We reviewed Boeing Alert Service Bulletin 747-53A2876, dated
October 22, 2014. This service information describes procedures for
repetitive inspections of the fuselage skin under the dorsal fairing,
the blended areas of the skin, and unrepaired areas, and related
investigative and corrective actions, if necessary. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in the ADDRESSES section.
Explanation of ``RC'' Steps in Service Information
The FAA worked in conjunction with industry, under the
Airworthiness Directive Implementation Aviation Rulemaking Committee
(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 steps identified as Required for
Compliance (RC) in any service information identified previously have a
direct effect on detecting, preventing, resolving, or eliminating an
identified unsafe condition.
For service information that contains steps that are labeled as RC,
the following provisions apply: (1) The steps labeled as RC, including
substeps under an RC step and any figures identified in an RC step,
must be done to comply with the AD, and an AMOC is required for any
deviations to RC steps, including substeps and identified figures; and
(2) steps not labeled as RC may be deviated from using accepted methods
in accordance with the operator's maintenance or inspection program
without obtaining approval of an AMOC, provided the RC steps, including
substeps and identified figures, can still be done as specified, and
the airplane can be put back in an airworthy condition.
Costs of Compliance
We estimate that this AD affects 93 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
[[Page 10471]]
Estimated costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections............... Up to 15 work-hours x $0 Up to $1,275 per Up to $118,575 per
$85 per hour = inspection cycle. inspection cycle.
$1,275.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that will enable us to provide
cost estimates for the on-condition actions specified in this 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
This AD will not have federalism implications under Executive Order
13132. This AD will 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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under 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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 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):
2016-04-18 The Boeing Company: Amendment 39-18412 ; Docket No. FAA-
2015-1270; Directorate Identifier 2014-NM-222-AD.
(a) Effective Date
This AD is effective April 5, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 747-100, -200B, -
200C, -200F, -300, -400, -400D, and -400F series airplanes;
certificated in any category, as identified in Boeing Alert Service
Bulletin 747-53A2876, dated October 22, 2014.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of significant fuselage skin
damage at the dorsal fairing forward of station (STA) 2280 due to
wear from the dorsal fairing. We are issuing this AD to detect and
correct fuselage skin damage of the dorsal fairing area, which could
result in skin cracking and consequent depressurization of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspections and Repair
At the applicable time specified in tables 1 and 2 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876,
dated October 22, 2014, except as provided by paragraph (j)(1) of
this AD, do a detailed inspection of the fuselage skin under the
dorsal fairing for wear or cracks, and do all applicable related
investigative and corrective actions, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2876, dated October 22, 2014, except as provided by paragraph (i)
of this AD and except as required by paragraph (j)(2) of this AD. Do
all applicable related investigative and corrective actions at the
time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2876, dated October 22, 2014. Repeat the
applicable inspections of the fuselage skin thereafter at the
applicable times specified in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin 747-53A2876, dated October 22, 2014.
(h) Post-Repair Inspections
At the applicable time specified in tables 4 and 5 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876,
dated October 22, 2014, except as provided by paragraph (j)(1) of
this AD, do an external surface high frequency eddy current
inspection of the blended areas of the skin and a detailed
inspection of the unrepaired areas, and do all applicable related
investigative and corrective actions, in accordance with Part 8 of
the Accomplishment Instructions of Boeing Alert Service Bulletin
747-53A2876, dated October 22, 2014, except as provided by paragraph
(i) of this AD and except as required by paragraph (j)(2) of this
AD. Do all applicable related investigative and corrective actions
at the time specified in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 747-53A2876, dated October 22, 2014. Repeat
the applicable inspections of the blended areas of the skin
thereafter at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2876, dated
October 22, 2014. Accomplishing the inspections required by this
paragraph does not terminate the inspections required by paragraph
(g) of this AD.
(i) Post-Modification Inspections
Tables 3, 6, and 7 of paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 747-53A2876, dated October 22, 2014, specify
post-modification airworthiness limitation inspections in compliance
to 14 CFR 25.571(a)(3) at the modified locations, which support
compliance with 14 CFR 121.1109(c)(2) or 129.109(b)(2). As
airworthiness limitations, these inspections are required by
maintenance and operational rules. It is therefore unnecessary to
mandate them in this AD. Deviations from these inspections require
FAA approval, but do not require an alternative method of
compliance.
(j) Exceptions to Service Information Specifications
(1) Where Boeing Alert Service Bulletin 747-53A2876, dated
October 22, 2014, specifies a compliance time ``after the
[[Page 10472]]
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 747-53A2876, dated
October 22, 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 (k) of this
AD.
(k) 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 (l)(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, modification, or alteration 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. To be approved, the
repair method, modification deviation, or alteration deviation must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.
(4) Except as required by paragraph (j)(2) of this AD: For
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (k)(4)(i) and
(k)(4)(ii) apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. An AMOC is required for any deviations to RC steps,
including substeps and identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(l) Related Information
For more information about this AD, contact Nathan Weigand,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6428; fax: 425-917-6590; email:
nathan.p.weigand@faa.gov.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin 747-53A2876, dated October 22,
2014.
(ii) Reserved.
(3) 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.
(4) You may view this service information at 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.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on February 15, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-03884 Filed 2-29-16; 8:45 am]
BILLING CODE 4910-13-P
