[Federal Register Volume 79, Number 221 (Monday, November 17, 2014)]
[Proposed Rules]
[Pages 68388-68392]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-27066]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0774; Directorate Identifier 2013-NM-154-AD]
RIN 2120-AA64
Airworthiness Directives; the Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to supersede Airworthiness Directive (AD) 2006-22-
15, which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD,
747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F,
747SR, and 747SP series airplanes. AD 2006-22-15 currently requires
repetitive inspections for cracking of certain panel webs and
stiffeners of the nose wheel well (NWW), and corrective actions if
necessary. AD 2006-22-15 also requires replacing certain panels with
new panels, which terminates the repetitive inspections. Since we
issued AD 2006-22-15, we received reports of fatigue cracking in the
panel webs and stiffeners of the NWW prior to the inspection threshold
of AD 2006-22-15. This proposed AD would reduce a compliance time and
add certain inspections and repair if necessary. We are proposing this
AD to prevent fatigue cracking of the NWW side and top panels, which
could result in a NWW depressurization event severe enough to reduce
the structural integrity of the fuselage.
DATES: We must receive comments on this proposed AD by January 2, 2015.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the availability of this material at the
FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0774; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Bill Ashforth, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6432; fax: 425-917-6590; email: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0774;
Directorate Identifier 2013-NM-154-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On October 25, 2006, we issued AD 2006-22-15, Amendment 39-14812
(71 FR 64884, November 6, 2006), for all Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400,
747-400D, 747-400F, 747SR, and 747SP series
[[Page 68389]]
airplanes. AD 2006-22-15 requires repetitive inspections for cracking
of the top and side panel webs and panel stiffeners of the NWW, and
corrective actions if necessary. AD 2006-22-15 also requires replacing
the NWW side and top panels with new panels, which terminates the
repetitive inspections. We issued AD 2006-22-15 to prevent fatigue
cracks in the top and side panel webs and stiffeners of the NWW, which
could compromise the structural integrity of the NWW and lead to the
rapid decompression of the airplane.
Widespread Fatigue Damage
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that Design
Approval Holders (DAHs) establish a limit of validity (LOV) of the
engineering data that support the structural maintenance program.
Operators affected by the WFD rule may not fly an airplane beyond its
LOV, unless an extended LOV is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
Actions Since AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November
6, 2006), Was Issued
Since we issued AD 2006-22-15, Amendment 39-14812 (71 FR 64884,
November 6, 2006), we have received multiple reports of cracking in the
NWW side panel webs and stiffeners caused by fatigue. An operator
reported a crack on the right-hand panel of the NWW at 11,428 total
flight cycles, which is below the previous inspection threshold.
The NWW top and side panels have been determined to be structure
that is susceptible to develop WFD. WFD analysis showed that post-
modification inspections are necessary to address the identified unsafe
condition. WFD could result in a NWW depressurization event severe
enough to reduce the structural integrity of the fuselage.
Relevant Service Information
We reviewed the following Boeing service bulletins:
Boeing Alert Service Bulletin 747-53A2808, dated November
30, 2012;
Boeing Service Bulletin 747-53A2465, Revision 5, dated
July 11, 2013; and
Boeing Service Bulletin 747-53A2562, Revision 3, dated
July 11, 2013.
For information on the procedures and compliance times, see this
service information at http://www.regulations.gov by searching for
Docket No. FAA-2014-0774.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
Although this proposed AD does not explicitly restate certain
requirements of AD 2006-22-15, Amendment 39-14812 (71 FR 64884,
November 6, 2006), this proposed AD would retain all of the
requirements of AD 2006-22-15.
The requirements specified in paragraphs (f), (g), (h), (i), (j),
and (l) of AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November 6,
2006), are referenced in Boeing Service Bulletin 747-53A2465, Revision
5, dated July 11, 2013; which, in turn, is referenced in paragraphs (g)
and (h)(3) of this proposed AD.
The requirement specified in paragraph (n) of AD 2006-22-15,
Amendment 39-14812 (71 FR 64884, November 6, 2006), is referenced in
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013;
which, in turn, is referenced in paragraph (i) of this proposed AD.
For Group 2 airplanes identified in Boeing Service Bulletin 747-
53A2562, Revision 1, dated July 28, 2005, and certain airplanes not
identified in Boeing Service Bulletin 747-53A2562, Revision 1, dated
July 28, 2005, the requirement specified in paragraph (o) of AD 2006-
22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006), to
accomplish a repair using a method approved by the FAA is now specified
in paragraph (i) of this proposed AD. However, for these airplanes, one
method of compliance for accomplishing the replacement is Boeing
Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013.
Therefore, we have referred to Boeing Service Bulletin 747-53A2562,
Revision 3, dated July 11, 2013, in paragraph (i) of this proposed AD.
Operators may still request an alternative method of compliance (AMOC)
using the procedures provided in paragraph (p) of this AD.
For certain other airplanes not identified in Boeing Service
Bulletin 747-53A2562, Revision 1, dated July 28, 2005, the requirement
specified in paragraph (o) of AD 2006-22-15, Amendment 39-14812 (71 FR
64884, November 6, 2006), to accomplish a repair method approved by the
FAA is now specified in paragraph (l) of this proposed AD. However, for
these airplanes, one method of compliance for
[[Page 68390]]
accomplishing the replacement is Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012. Therefore, we have referred to Boeing
Alert Service Bulletin 747-53A2808, dated November 30, 2012, in
paragraph (l) of this proposed AD. Operators may still request an AMOC
using the procedures provided in paragraph (p) of this AD.
This proposed AD would require accomplishing the actions specified
in the service information identified previously, except as discussed
under ``Differences Between the Proposed AD and the Service
Information.''
The phrase ``related investigative actions'' is used in this
proposed AD. ``Related investigative actions'' are follow-on actions
that (1) are related to the primary actions, and (2) further
investigate the nature of any condition found. Related investigative
actions in an AD could include, for example, inspections.
The phrase ``corrective actions'' is used in this proposed AD.
``Corrective actions'' are actions that correct or address any
condition found. Corrective actions in an AD could include, for
example, repairs.
Differences Between the Proposed AD and the Service Information
For airplanes with fewer than 15,000 total flight cycles, Boeing
Service Bulletin 747-53A2465, Revision 5, dated July 11, 2013,
recommends, in part, accomplishing a detailed inspection before the
accumulation of 13,000 total flight cycles. But, we have determined
that the 13,000-total-flight-cycle compliance time is insufficient to
address the identified unsafe condition soon enough to ensure an
adequate level of safety for the affected fleet, and instead are
proposing 10,000 total flight cycles. In developing an appropriate
compliance time for this detailed inspection, we considered the degree
of urgency associated with the subject unsafe condition, and the fact
that we have received a report of a 13-inch crack adjacent to a 2-inch
crack in the NWW right-hand side panel on an airplane with 11,428 total
flight cycles. This difference has been coordinated with The Boeing
Company.
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11,
2013, specifies to contact the manufacturer for instructions on how to
repair certain conditions, but this proposed AD would require repairing
those conditions in one of the following ways:
In accordance with a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes Organization Designation Authorization (ODA) whom we have
authorized to make those findings.
Explanation of Compliance Time
The compliance time for the modification specified in paragraphs
(i) and (l) of this proposed AD for addressing WFD was established to
ensure that discrepant structure is modified before WFD develops in
airplanes. Standard inspection techniques cannot be relied on to detect
WFD before it becomes a hazard to flight. We will not grant any
extensions of the compliance time to complete any AD-mandated service
bulletin related to WFD without extensive new data that would
substantiate and clearly warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 255 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Inspections [actions retained 119 work-hours x $0.................... $10,115 per $2,579,325 per
from AD 2006-22-15, Amendment $85 per hour = inspection cycle. inspection
39-14812 (71 FR 64884, $10,115 per cycle.
November 6, 2006)]. inspection cycle.
Modification [actions retained Up to 1,346 work- Up to $144,248........ Up to $258,658... Up to
from AD 2006-22[dash]15, hours x $85 per $65,957,790.
Amendment 39-14812 (71 FR hour = $114,410.
64884, November 6, 2006)].
Post-modification Inspections 119 work-hours x $0.................... $10,115 per $2,579,325 per
[new proposed action]. $85 per hour = inspection cycle. inspection
$10,115 per cycle.
inspection cycle.
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We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
[[Page 68391]]
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. Amend Sec. 39.13 by removing Airworthiness Directive (AD) 2006-22-
15, Amendment 39-14812 (71 FR 64884, November 6, 2006), and adding the
following new AD:
The Boeing Company: Docket No. FAA-2014-0774; Directorate Identifier
2013-NM-154-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by January 2,
2015.
(b) Affected ADs
This AD replaces AD 2006-22-15, Amendment 39-14812 (71 FR 64884,
November 6, 2006).
(c) Applicability
This AD applies to all Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-
400F, 747SR, and 747SP series airplanes; certificated in any
category.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by multiple reports of cracking in the nose
wheel well (NWW) top panel and side panel webs and stiffeners caused
by fatigue. We are issuing this AD to prevent fatigue cracking of
the NWW side and top panels, which could result in a NWW
depressurization event severe enough to reduce the structural
integrity of the fuselage.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Repetitive Inspections and Corrective Actions With New Compliance
Times
Except as specified in paragraphs (h)(1) and (h)(2) of this AD,
at the applicable time specified in paragraph 1.E., ``Compliance,''
of Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11,
2013, do the actions specified in paragraphs (g)(1), (g)(2), and
(g)(3) of this AD, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2465, Revision 5,
dated July 11, 2013; and do all applicable related investigative and
corrective actions; in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2465, Revision 5,
dated July 11, 2013, except as specified in paragraph (h)(3) of this
AD. Do all applicable related investigative and corrective actions
before further flight. Repeat the inspections specified in
paragraphs (g)(1), (g)(2), and (g)(3) of this AD thereafter at the
applicable intervals specified in paragraph 1.E., ``Compliance,'' of
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11,
2013. In table 2 and table 3 in paragraph 1.E., ``Compliance,'' of
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11,
2013, the date ``January 27, 2005,'' is the effective date of AD
2004-25-23, Amendment 39-13911 (69 FR 76839, December 23, 2004); and
the date ``May 10, 2005,'' is the effective date of AD 2005-09-02,
Amendment 39-14070 (70 FR 21141, April 25, 2005; corrected May 25,
2005 (70 FR 29940)).
(1) Do an external detailed inspection for cracks of the top and
sidewall panel webs of the NWW (specified as Area 1 and Area 2 in
Boeing Service Bulletin 747-53A2465, Revision 5, dated July 11,
2013).
(2) Do internal detailed and surface high frequency eddy current
(HFEC) inspections for cracks of the sidewall panel and top panel
stiffeners of the NWW (specified as Area 3 in Boeing Service
Bulletin 747-53A2465, Revision 5, dated July 11, 2013).
(3) Do an external detailed and ultrasonic testing (UT)
inspection for cracks of the top and sidewall panel webs.
(h) Exceptions to Boeing Service Bulletin 747-53A2465, Revision 5,
Dated July 11, 2013
(1) Table 1 in paragraph 1.E., ``Compliance,'' of Boeing Service
Bulletin 747-53A2465, Revision 5, dated July 11, 2013, applies to
airplanes with less than 15,000 total flight cycles ``as of the
Revision 5 date of this service bulletin.'' For this AD, however,
Table 1 applies to airplanes with the specified total flight cycles
as of the effective date of this AD.
(2) Where Table 1 in paragraph 1.E., ``Compliance,'' of Boeing
Service Bulletin 747-53A2465, Revision 5, dated July 11, 2013,
specifies a compliance time of ``13,000 total flight-cycles,'' or
``within 1,000 flights cycles after the Revision 5 date of this
service bulletin,'' whichever occurs later, this AD requires
compliance before the accumulation of 10,000 total flight cycles or
within 1,000 flight cycles after the effective date of this AD,
whichever occurs later.
(3) If any cracking or damage is found during any inspection
required by paragraph (g) of this AD, and Boeing Service Bulletin
747-53A2465, Revision 5, dated July 11, 2013, specifies to contact
Boeing for appropriate action: Before further flight, repair the
cracking or damage using a method approved in accordance with the
procedures specified in paragraph (p) of this AD.
(i) NWW Modification
For airplanes identified in Boeing Service Bulletin 747-53A2562,
Revision 3, dated July 11, 2013: At the applicable time specified in
paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 747-
53A2562, Revision 3, dated July 11, 2013, replace the left-side,
right-side, and top panels of the NWW, as applicable, with new
panels, in accordance with the Accomplishment Instructions of Boeing
Service Bulletin 747-53A2562, Revision 3, dated July 11, 2013. As of
the effective date of this AD, concurrently with doing the
replacement specified Boeing Service Bulletin 747-53A2562, Revision
3, dated July 11, 2013, do a detailed inspection for any cracks or
damage (including, but not limited to, dents and corrosion) in all
attaching structural elements that were common to the removed top
panel and side panels, as applicable, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-53A2562, Revision 3,
dated July 11, 2013. If any crack or damage is found, before further
flight, repair the cracking or damage using a method approved in
accordance with the procedures specified in paragraph (p) of this
AD. In paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin
747-53A2562, Revision 3, dated July 11, 2013, the date ``December
11, 2006,'' is the effective date of AD 2006-22-15, Amendment 39-
14812 (71 FR 64884, November 6, 2006).
(j) Repetitive Post-Modification Inspections
For airplanes on which the replacement specified in paragraph
(i) has been done: Except as required by paragraph (k) of this AD,
at the applicable time specified in paragraph 1.E., ``Compliance,''
of Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11,
2013, do the actions specified in paragraphs (j)(1), (j)(2), and
(j)(3) of this AD. If any crack is found: Before further flight,
repair the cracking using a method approved in accordance with the
procedures specified in paragraph (p) of this AD. Repeat the
inspections specified in paragraphs (j)(1), (j)(2), and (j)(3) of
this AD thereafter at the applicable intervals specified in
paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 747-
53A2562, Revision 3, dated July 11, 2013.
(1) Do an external detailed inspection for cracks in the side
panel webs, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11,
2013.
(2) Do an internal detailed inspection and HFEC inspection for
cracks in the top and side panel stiffeners, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 747-53A2562,
Revision 3, dated July 11, 2013.
(3) Do an external detailed inspection for cracks in the top
panel web, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 747-53A2562, Revision 3, dated July 11,
2013.
(k) Exceptions to Boeing Service Bulletin 747-53A2562, Revision 3,
Dated July 11, 2013
Where paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin
747-53A2562, Revision 3, dated July 11, 2013, specifies a compliance
time relative to the ``Revision 3
[[Page 68392]]
date of this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(l) NWW Modification for Certain Airplanes
For airplanes identified in Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012: At the applicable time specified
in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2808, dated November 30, 2012, or within 57 months after
December 11, 2006 (the effective date of AD 2006-22-15, Amendment
39-14812 (71 FR 64884, November 6, 2006)), whichever occurs later,
replace the left side, right side, and top panels of the NWW, as
applicable, with new panels; in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2808, dated
November 30, 2012. Concurrently with doing the replacement specified
in this paragraph, do a detailed inspection for cracks of the
attaching structural elements that were common to the removed top,
left-side, and right-side panels of the NWW, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012. If any crack is found, before
further flight, repair the cracking using a method approved in
accordance with the procedures specified in paragraph (p) of this
AD.
(m) Repetitive Post-Modification Inspections for Certain Airplanes
For airplanes on which the replacement specified in paragraph
(l) has been done: At the applicable time specified in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2808,
dated November 30, 2012, do the actions specified in paragraphs
(l)(1), (l)(2), and (l)(3) of this AD. If any crack is found: Before
further flight, repair the cracking using a method approved in
accordance with the procedures specified in paragraph (p) of this
AD. Repeat the inspections specified in paragraphs (m)(1), (m)(2),
and (m)(3) of this AD thereafter at the applicable intervals
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 747-53A2808, dated November 30, 2012.
(1) Do an external detailed inspection for cracks in the side
panel webs, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2808, dated November 30, 2012.
(2) Do an internal detailed inspection and HFEC inspection for
cracks in the top and side panel stiffeners, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2808, dated November 30, 2012.
(3) Do an external detailed inspection for cracks in the top
panel web, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2808, dated November 30, 2012.
(n) Terminating Action
Replacing the left side, right side, and top panels of the NWW
with new panels as specified in paragraph (i) or (l) of this AD
terminates the inspections required by paragraph (g) of this AD.
(o) Credit for Previous Actions
(1) This paragraph restates the credit given in paragraph (k) of
AD 2006-22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006).
(i) This paragraph provides credit for the actions required by
paragraph (g)(1) of this AD, if those actions were performed before
January 27, 2005 (the effective date of AD 2005-09-02, Amendment 39-
14070 (70 FR 21141, April 25, 2005); corrected on May 25, 2005 (70
FR 29940)), using Boeing Alert Service Bulletin 747-53A2465, dated
April 5, 2001, which is not incorporated by reference in this AD.
(ii) This paragraph provides credit for actions required by
paragraphs (g)(1) and (g)(2) of this AD, if those inspections were
performed before December 11, 2006 (the effective date of AD 2006-
22-15, Amendment 39-14812 (71 FR 64884, November 6, 2006)), using a
service bulletin identified in paragraph (o)(1)(ii)(A),
(o)(1)(ii)(B), or (o)(1)(ii)(C) of this AD, which are not
incorporated by reference in this AD.
(A) Boeing Service Bulletin 747-53A2465, Revision 1, dated
October 16, 2003.
(B) Boeing Alert Service Bulletin 747-53A2465, Revision 2, dated
November 11, 2004.
(C) Boeing Alert Service Bulletin 747-53A2465, Revision 3, dated
December 23, 2004.
(2) This paragraph provides credit for the actions required by
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using Boeing Service Bulletin 747-53A2465,
Revision 4, dated February 25, 2004, which is not incorporated by
reference in this AD.
(3) This paragraph provides credit for the actions required by
paragraphs (i) and (j) of this AD, if those actions were performed
before the effective date of this AD, using Boeing Service Bulletin
747-53A2562, Revision 1, dated July 28, 2005; or Boeing Service
Bulletin 747-53A2562, Revision 2, dated May 31, 2007; which are not
incorporated by reference in this AD.
(p) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in paragraph (p)(1) of this AD.
Information may be emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved the Boeing
Commercial Airplanes Organization Designation Authorization (ODA)
that has been authorized by the Manager, Seattle ACO, to make those
findings. For a repair method to be approved, the repair must meet
the certification basis of the airplane, and the approval must
specifically refer to this AD.
(4) AMOCs approved for AD 2006-22-15, Amendment 39-14812 (71 FR
64884, November 6, 2006), are approved as AMOCs for the
corresponding provisions of this AD.
(5) AMOCs approved for paragraph (o) of AD 2006-22-15, Amendment
39-14812 (71 FR 64884, November 6, 2006), are approved as AMOCs for
the corresponding provisions of paragraph (l) of this AD.
(q) Related Information
(1) For more information about this AD, contact Bill Ashforth,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6432; fax: 425-917-6590; email:
[email protected].
(2) For service information identified in this AD, Boeing
Commercial Airplanes, Attention: Data & Services Management, P.O.
Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000,
extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on November 6, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-27066 Filed 11-14-14; 8:45 am]
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