68388 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed 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) If the service information contains steps 

that are labeled as RC (Required for 

Compliance), those steps and all subordinate 

steps must be done to comply with this AD; 

any steps that are not labeled as RC are 

recommended. Those steps that are not 

labeled as RC may be deviated from, done as 

part of other actions, or done using accepted 

methods different from those identified in 

the specified service information without 

obtaining approval of an AMOC, provided 

the steps labeled as RC can be done and the 

airplane can be put back in a serviceable 

condition. Any substitutions or changes to 

steps labeled as RC require approval of an 

AMOC. 

(l) Related Information 

(1) For more information about this AD, 

contact Rebel Nichols, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6509; fax: 425–917–6590; 

email: Rebel.Nichols@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may view this referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

November 5, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–27069 Filed 11–14–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0774; Directorate 

Identifier 2013–NM–154–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2006–22– 

15, which applies to all Boeing Model 

747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200C, 747–200F, 747– 

300, 747–400, 747–400D, 747–400F, 

747SR, and 747SP series airplanes. AD 

2006–22–15 currently requires 

repetitive inspections for cracking of 

certain panel webs and stiffeners of the 

nose wheel well (NWW), and corrective 

actions if necessary. AD 2006–22–15 

also requires replacing certain panels 

with new panels, which terminates the 

repetitive inspections. Since we issued 

AD 2006–22–15, we received reports of 

fatigue cracking in the panel webs and 

stiffeners of the NWW prior to the 

inspection threshold of AD 2006–22–15. 

This proposed AD would reduce a 

compliance time and add certain 

inspections and repair if necessary. We 

are proposing this AD to prevent fatigue 

cracking of the NWW side and top 

panels, which could result in a NWW 

depressurization event severe enough to 

reduce the structural integrity of the 

fuselage. 

DATES: We must receive comments on 

this proposed AD by January 2, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0774; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6432; fax: 425– 

917–6590; email: Bill.Ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0774; Directorate Identifier 

2013–NM–154–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On October 25, 2006, we issued AD 

2006–22–15, Amendment 39–14812 (71 

FR 64884, November 6, 2006), for all 

Boeing Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747– 

200F, 747–300, 747–400, 747–400D, 

747–400F, 747SR, and 747SP series 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 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-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as widespread fatigue 

damage (WFD). As an airplane ages, 

WFD will likely occur, and will 

certainly occur if the airplane is 

operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

Design Approval Holders (DAHs) 

establish a limit of validity (LOV) of the 

engineering data that support the 

structural maintenance program. 

Operators affected by the WFD rule may 

not fly an airplane beyond its LOV, 

unless an extended LOV is approved. 

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 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

68390 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 

accomplishing the replacement is 

Boeing Alert Service Bulletin 747– 

53A2808, dated November 30, 2012. 

Therefore, we have referred to Boeing 

Alert Service Bulletin 747–53A2808, 

dated November 30, 2012, in paragraph 

(l) of this proposed AD. Operators may 

still request an AMOC using the 

procedures provided in paragraph (p) of 

this AD. 

This proposed AD would require 

accomplishing the actions specified in 

the service information identified 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ 

The phrase ‘‘related investigative 

actions’’ is used in this proposed AD. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary actions, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Differences Between the Proposed AD 

and the Service Information 

For airplanes with fewer than 15,000 

total flight cycles, Boeing Service 

Bulletin 747–53A2465, Revision 5, 

dated July 11, 2013, recommends, in 

part, accomplishing a detailed 

inspection before the accumulation of 

13,000 total flight cycles. But, we have 

determined that the 13,000-total-flightcycle compliance time is insufficient to 

address the identified unsafe condition 

soon enough to ensure an adequate level 

of safety for the affected fleet, and 

instead are proposing 10,000 total flight 

cycles. In developing an appropriate 

compliance time for this detailed 

inspection, we considered the degree of 

urgency associated with the subject 

unsafe condition, and the fact that we 

have received a report of a 13-inch crack 

adjacent to a 2-inch crack in the NWW 

right-hand side panel on an airplane 

with 11,428 total flight cycles. This 

difference has been coordinated with 

The Boeing Company. 

Boeing Service Bulletin 747– 

53A2465, Revision 5, dated July 11, 

2013, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Explanation of Compliance Time 

The compliance time for the 

modification specified in paragraphs (i) 

and (l) of this proposed AD for 

addressing WFD was established to 

ensure that discrepant structure is 

modified before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Costs of Compliance 

We estimate that this proposed AD 

affects 255 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspections [actions retained from AD 

2006–22–15, Amendment 39–14812 

(71 FR 64884, November 6, 2006)].

119 work-hours × $85 per hour = 

$10,115 per inspection cycle.

$0 ..................... $10,115 per inspection cycle.$2,579,325 per inspection cycle. 

Modification [actions retained from AD 

2006–22-15, Amendment 39–14812 

(71 FR 64884, November 6, 2006)].

Up to 1,346 work-hours × $85 per hour 

= $114,410.

Up to $144,248 Up to $258,658 ..... Up to $65,957,790. 

Post-modification Inspections [new proposed action].119 work-hours × $85 per hour = 

$10,115 per inspection cycle.

$0 ..................... $10,115 per inspection cycle.$2,579,325 per inspection cycle. 

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. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. Amend § 39.13 by removing 

Airworthiness Directive (AD) 2006–22– 

15, Amendment 39–14812 (71 FR 

64884, November 6, 2006), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2014–0774; Directorate Identifier 2013– 

NM–154–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by January 2, 2015. 

(b) Affected ADs 

This AD replaces AD 2006–22–15, 

Amendment 39–14812 (71 FR 64884, 

November 6, 2006). 

(c) Applicability 

This AD applies to all Boeing Model 747– 

100, 747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747–400, 

747–400D, 747–400F, 747SR, and 747SP 

series airplanes; certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by multiple reports 

of cracking in the nose wheel well (NWW) 

top panel and side panel webs and stiffeners 

caused by fatigue. We are issuing this AD to 

prevent fatigue cracking of the NWW side 

and top panels, which could result in a 

NWW depressurization event severe enough 

to reduce the structural integrity of the 

fuselage. 

(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 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

68392 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 

date of this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(l) NWW Modification for Certain Airplanes 

For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2808, dated 

November 30, 2012: At the applicable time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2808, 

dated November 30, 2012, or within 57 

months after December 11, 2006 (the effective 

date of AD 2006–22–15, Amendment 39– 

14812 (71 FR 64884, November 6, 2006)), 

whichever occurs later, replace the left side, 

right side, and top panels of the NWW, as 

applicable, with new panels; in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2808, 

dated November 30, 2012. Concurrently with 

doing the replacement specified in this 

paragraph, do a detailed inspection for cracks 

of the attaching structural elements that were 

common to the removed top, left-side, and 

right-side panels of the NWW, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2808, 

dated November 30, 2012. If any crack is 

found, before further flight, repair the 

cracking using a method approved in 

accordance with the procedures specified in 

paragraph (p) of this AD. 

(m) Repetitive Post-Modification Inspections 

for Certain Airplanes 

For airplanes on which the replacement 

specified in paragraph (l) has been done: At 

the applicable time specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2808, dated November 30, 

2012, do the actions specified in paragraphs 

(l)(1), (l)(2), and (l)(3) of this AD. If any crack 

is found: Before further flight, repair the 

cracking using a method approved in 

accordance with the procedures specified in 

paragraph (p) of this AD. Repeat the 

inspections specified in paragraphs (m)(1), 

(m)(2), and (m)(3) of this AD thereafter at the 

applicable intervals specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2808, dated November 30, 

2012. 

(1) Do an external detailed inspection for 

cracks in the side panel webs, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2808, 

dated November 30, 2012. 

(2) Do an internal detailed inspection and 

HFEC inspection for cracks in the top and 

side panel stiffeners, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2808, dated 

November 30, 2012. 

(3) Do an external detailed inspection for 

cracks in the top panel web, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2808, 

dated November 30, 2012. 

(n) Terminating Action 

Replacing the left side, right side, and top 

panels of the NWW with new panels as 

specified in paragraph (i) or (l) of this AD 

terminates the inspections required by 

paragraph (g) of this AD. 

(o) Credit for Previous Actions 

(1) This paragraph restates the credit given 

in paragraph (k) of AD 2006–22–15, 

Amendment 39–14812 (71 FR 64884, 

November 6, 2006). 

(i) This paragraph provides credit for the 

actions required by paragraph (g)(1) of this 

AD, if those actions were performed before 

January 27, 2005 (the effective date of AD 

2005–09–02, Amendment 39–14070 (70 FR 

21141, April 25, 2005); corrected on May 25, 

2005 (70 FR 29940)), using Boeing Alert 

Service Bulletin 747–53A2465, dated April 5, 

2001, which is not incorporated by reference 

in this AD. 

(ii) This paragraph provides credit for 

actions required by paragraphs (g)(1) and 

(g)(2) of this AD, if those inspections were 

performed before December 11, 2006 (the 

effective date of AD 2006–22–15, 

Amendment 39–14812 (71 FR 64884, 

November 6, 2006)), using a service bulletin 

identified in paragraph (o)(1)(ii)(A), 

(o)(1)(ii)(B), or (o)(1)(ii)(C) of this AD, which 

are not incorporated by reference in this AD. 

(A) Boeing Service Bulletin 747–53A2465, 

Revision 1, dated October 16, 2003. 

(B) Boeing Alert Service Bulletin 747– 

53A2465, Revision 2, dated November 11, 

2004. 

(C) Boeing Alert Service Bulletin 747– 

53A2465, Revision 3, dated December 23, 

2004. 

(2) This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–53A2465, Revision 4, dated 

February 25, 2004, which is not incorporated 

by reference in this AD. 

(3) This paragraph provides credit for the 

actions required by paragraphs (i) and (j) of 

this AD, if those actions were performed 

before the effective date of this AD, using 

Boeing Service Bulletin 747–53A2562, 

Revision 1, dated July 28, 2005; or Boeing 

Service Bulletin 747–53A2562, Revision 2, 

dated May 31, 2007; which are not 

incorporated by reference in this AD. 

(p) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (p)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2006–22–15, 

Amendment 39–14812 (71 FR 64884, 

November 6, 2006), are approved as AMOCs 

for the corresponding provisions of this AD. 

(5) AMOCs approved for paragraph (o) of 

AD 2006–22–15, Amendment 39–14812 (71 

FR 64884, November 6, 2006), are approved 

as AMOCs for the corresponding provisions 

of paragraph (l) of this AD. 

(q) Related Information 

(1) For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6432; fax: 425–917–6590; 

email: Bill.Ashforth@faa.gov. 

(2) For service information identified in 

this AD, Boeing Commercial Airplanes, 

Attention: Data & Services Management, P.O. 

Box 3707, MC 2H–65, Seattle, WA 98124– 

2207; telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view this 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

November 6, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–27066 Filed 11–14–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0657; Directorate 

Identifier 2014–NM–058–AD] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Aviation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Dassault Aviation Model FALCON 2000, 

FALCON 2000EX, MYSTERE–FALCON 

900, and FALCON 900EX airplanes. 

This proposed AD was prompted by 

reports of a co-pilot sliding aft on his 

seat during take-off at rotation. This 

proposed AD would require 

replacement of certain springs installed 

on the pilot and co-pilot seats. We are 

proposing this AD to prevent fatigue 

mstockstill on DSK4VPTVN1PROD with PROPOSALS