Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules 40047 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2010–21–01 (75 FR 63050, October 14, 

2010), and adding the following new 

AD: 

Eurocopter France: Docket No. FAA–2013– 

0354; Directorate Identifier 2011–SW– 

072–AD. 

(a) Applicability 

This AD applies to Eurocopter France 

Model AS350B, BA, B1, B2, B3, D, AS355E, 

F, F1, F2, and N helicopters with collectiveto-yaw control coupling, part number 

350A27–2178–04, 350A27–2178–06, or 

350A27–2178–0601, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

reduced yaw control travel, which could 

result in loss of control of the helicopter. 

(c) Affected ADs 

This AD supersedes AD 2010–21–01, 

Amendment 39–16461 (75 FR 63050, October 

14, 2010). 

(d) Comments Due Date 

We must receive comments by September 

3, 2013. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

(1) Within 10 hours time-in-service (TIS) or 

within one month, whichever occurs first, 

determine whether the cross-member 

(numbered ‘‘1’’) at station X 2165 and the two 

doublers (numbered ‘‘2’’ and ‘‘3’’) at stations 

X 2325 and Y 269 are installed as shown in 

Figure 1 of Eurocopter Emergency Alert 

Service Bulletin (EASB) No. 53.00.37, 

Revision 0, dated April 11, 2007 (EASB 

53.00.37), for Model AS350 helicopters and 

EASB No. 53.00.23, Revision 0, dated April 

11, 2007 (EASB 53.00.23), for Model AS355 

helicopters. 

(2) If the cross-member (numbered ‘‘1’’) 

and doublers (numbered ‘‘2’’ and ‘‘3’’) are not 

installed, before further flight, inspect for a 

crack in the center cross-member (numbered 

‘‘4’’) in the area around the attachment point 

of the tail rotor directional ball-type control 

as shown in Figure 1 of EASB 53.00.37 for 

Model AS350 helicopters or EASB 53.00.23 

for Model AS355 helicopters. 

(i) If a crack exists, before further flight, 

replace the unairworthy center cross-member 

(Numbered ‘‘4’’) with an airworthy center 

cross-member as described in paragraph (f)(3) 

of this AD. 

(ii) If a crack does not exist, before further 

flight, inspect the tail rotor control rigging to 

determine whether it meets conformity 

limits. 

(A) If all items of the tail rotor control 

rigging are found within conformity limits, 

install the cross-member and doublers as 

described in paragraph (f)(3) of this AD. 

(B) For any items of the tail rotor control 

rigging found outside of conformity limits, 

perform appropriate corrective action in 

accordance with FAA-accepted procedures, 

and install the cross-member and doublers as 

described in paragraph (f)(3) of this AD. 

(3) Within 55 hours TIS, if the cross 

member (Numbered ‘‘1’’) is not installed, 

install the cross-member at station X 2165 

and the 2 doublers (Numbered ‘‘2’’ and ‘‘3’’) 

at stations X 2325 and Y 269 by following the 

Appendix, the referenced figures 2 and 3 of 

EASB 53.00.37 for Model AS350 helicopters 

or EASB 53.00.23 for Model AS355 

helicopters. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Gary Roach, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

gary.b.roach@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(h) Additional Information 

The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) 

Emergency AD No. 2007–0139–E, dated May 

15, 2007 (corrected May 23, 2007). You may 

view the EASA AD at http:// 

www.regulations.gov by searching for and 

locating it in Docket No. FAA–2013–0354. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 5320, Fuselage Miscellaneous 

Structure. 

Issued in Fort Worth, Texas, on April 11, 

2013. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–15961 Filed 7–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0555; Directorate 

Identifier 2010–SW–047–AD] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

Deutschland GmbH Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for 

Eurocopter Deutschland GmbH (ECD) 

Model EC135 and MBB–BK 117 C–2 

helicopters. This proposed AD is 

prompted by the discovery during a 

routine inspection of loose flight control 

bearings because of incorrect 

installation. This proposed AD would 

require inspecting the flight-control 

bearings repetitively, replacing any 

loose bearing with an airworthy flightcontrol bearing, and installing bushings 

and washers. The proposed actions are 

intended to prevent the affected control 

lever from shifting, contacting the 

helicopter structure, and reducing 

control of the helicopter. 

DATES: We must receive comments on 

this proposed AD by September 3, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

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

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

For service information identified in 

this proposed AD, contact American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232– 

0323; fax (972) 641–3775; or at http:// 

www.eurocopter.com/techpub. You may 

review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, TX 76137. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
40048 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules 

FOR FURTHER INFORMATION CONTACT: Matt 

Fuller, Senior Aviation Safety Engineer, 

Safety Management Group, Rotorcraft 

Directorate, FAA, 2601 Meacham Blvd., 

Fort Worth, TX 76137; telephone (817) 

222–5110; email 

matthew.fuller@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued AD No. 2010–0058, 

dated March 30, 2010, (AD 2010–0058), 

to correct an unsafe condition for the 

ECD Model MBB–BK 117 C–2, EC 135 

and EC 635 helicopters. EASA advises 

that during an inspection of an MBB–BK 

117 C–2, ‘‘bearings were detected which 

had not been correctly fixed.’’ As some 

bearings on the EC 135 and MBB–BK 

117 C–2 type designs are installed with 

the same procedure, they are equally 

affected by the possibility of the unsafe 

condition. EASA states that this 

condition, if not corrected, could result 

in the affected control lever shifting in 

the axial direction, contacting the 

helicopter structure, and subsequently 

reducing control of the helicopter. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of the Federal 

Republic of Germany and are approved 

for operation in the United States. 

Pursuant to our bilateral agreement with 

Germany, EASA, its technical 

representative, has notified us of the 

unsafe condition described in its AD. 

We are proposing this AD because we 

evaluated all known relevant 

information and determined that an 

unsafe condition exists and is likely to 

exist or develop on other products of 

these same type designs. 

Related Service Information 

Eurocopter has issued Alert Service 

Bulletin (ASB) MBB BK117 C–2–67A– 

010, Revision 3, dated February 8, 2010, 

and ASB EC135–67A–019, Revision 3, 

dated December 16, 2009. These ASBs 

specify: 

• Within the next 50 flight hours 

(FHs), inspecting the affected bearings 

and, if necessary, rebonding any 

affected bearings or replacing the lever 

assembly. 

• Within 12 months, retrofitting 

bushings on the levers to prevent 

movement of the bearings. 

• After the retrofit, repeating the 

inspection every 800 FHs or 36 months 

for the Model EC 135 helicopters, 

whichever comes first, and 600 FHs or 

24 months, whichever comes first, for 

the Model MBB–BK 117 C–2 

helicopters. 

EASA classified these ASBs as 

mandatory and issued AD 2010–0058 to 

ensure the continued airworthiness of 

these helicopters. 

Proposed AD Requirements 

For EC135 helicopters, this proposed 

AD would require, within 100 hours 

time-in-service (TIS) or at the next 

annual inspection, whichever occurs 

first, modifying the left-hand (LH) and 

right-hand (RH) guidance units and the 

cyclic shaft by installing bushings and 

washers to prevent shifting in the axial 

direction. This proposed AD would 

require at intervals not to exceed 800 

hours TIS or 36 months, whichever 

occurs first, inspecting the bearings in 

the LH guidance unit, the RH guidance 

unit, cyclic control, upper guidance 

unit, and linear voltage differential 

transducer plate for play. If any bearing 

is loose, the proposed AD would require 

replacing the affected bearing with an 

airworthy bearing. 

For MBB–BK 117 C–2 helicopters, 

this proposed AD would require, within 

100 hours TIS or at the next annual 

inspection, whichever occurs first, 

modifying the LH and RH guidance 

units and the lateral control lever by 

installing bushings and washers to 

prevent shifting of the bearings in the 

axial direction. This proposed AD also 

would require at intervals not to exceed 

600 hours TIS or 24 months, whichever 

occurs first, inspecting the bearings in 

the RH guidance unit, LH guidance unit, 

and lateral control guidance unit for 

play. If any bearing is loose, the 

proposed AD would require replacing 

the affected bearing with an airworthy 

bearing. 

Differences between this Proposed AD 

and the EASA AD 

Differences between this proposed AD 

and the EASA AD are: 

• The EASA AD is applicable to the 

EC 635 helicopter, whereas this 

proposed AD is not because the EC 635 

helicopter is not type certificated in the 

U.S. 

• The EASA AD requires an initial 

inspection within 50 flight hours or one 

month, whichever occurs first after May 

31, 2008, and a modification within the 

next 12 months. This proposed AD 

would require the modification within 

100 hours TIS or at the next annual 

inspection, whichever occurs first, and 

no inspection until after the 

modification has been accomplished. 

• The EASA AD provides 

requirements for certain spare parts, 

whereas this proposed AD does not. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 175 Model EC135 and 112 

Model MBB–BK 117 C–2 helicopters of 

U.S. Registry and that labor costs 

average $85 per work-hour. Based on 

these estimates, we would expect the 

following costs: 

• For EC135 helicopters, it would 

take about 32 work-hours to perform the 

modification. Parts would cost about 

$312. The total cost for the modification 

would be about $3,032 per helicopter 

and $530,600 for the U.S. operator fleet. 

The repetitive inspections would 

require 6.5 work-hours for a cost of 

about $553 per helicopter and about 

$96,775 for the fleet per inspection 

cycle. 

• For MBB–BK 117 C–2 helicopters, it 

would take about 32 work-hours to 

perform the modification. Parts would 

cost about $396. The total cost for the 

modification would be $3,116 per 

helicopter and $348,992 for the U.S. 

operator fleet. The cost for the repetitive 

inspections thereafter would be about 

$85 per helicopter and $9,520 for the 

fleet per inspection cycle. 

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 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules 40049 

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 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, I certify 

this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska to the extent that it justifies 

making a regulatory distinction; 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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

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. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Eurocopter Deutschland GmbH: Docket No. 

FAA–2013–0555; Directorate Identifier 

2010–SW–047–AD. 

(a) Applicability 

This AD applies to the following 

helicopters, certificated in any category: 

(1) Eurocopter Deutschland GmbH (ECD) 

Model EC135 P1, P2, P2+, T1, T2, and T2+ 

helicopters, serial number (S/N) 0005 

through 00829, with a tail rotor control lever, 

part number (P/N) L672M2802205 or 

L672M1012212; cyclic control lever, P/N 

L671M1005250; collective control lever 

assembly, P/N L671M2020108; or collective 

control plate, P/N L671M5040207; installed; 

and 

(2) Model MBB–BK 117 C–2 helicopters, S/ 

N 9004 through 9310, with a tail rotor control 

lever assembly, P/N B672M1007101 or 

B672M1807101; tail rotor control lever, P/N 

B672M1002202 or L672M2802205; or lateral 

control lever assembly, P/N B670M1008101, 

installed. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

incorrectly installed flight control bearings. 

This condition could cause the affected 

control lever to shift and contact the 

helicopter structure, resulting in reduced 

control of the helicopter. 

(c) Comments Due Date 

We must receive comments by September 

3, 2013. 

(d) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time. 

(e) Required Actions 

(1) For Model EC135 P1, P2, P2+, T1, T2, 

and T2+ helicopters: 

(i) Within the next 100 hours time-inservice (TIS) or at the next annual inspection, 

whichever occurs, modify the left-hand (LH) 

and right-hand (RH) guidance units and the 

cyclic shaft by installing bushings and 

washers to prevent shifting of the bearings in 

the axial direction as follows: 

(A) Remove and disassemble the LH 

guidance unit and install a bushing, P/N 

L672M1012260, between the bearing block 

and the lever of the LH guidance unit as 

depicted in Detail A of Figure 5 of Eurocopter 

Alert Service Bulletin EC135–67A–019, 

Revision 3, dated December 16, 2009 (EC135 

ASB). 

(B) For helicopters without a yaw brake, 

remove and disassemble the RH guidance 

unit and install a bushing, P/N 

L672M1012260, between the bearing block 

and the lever as depicted in Detail B of 

Figure 5 of EC135 ASB. 

(C) Remove and disassemble the cyclic 

shaft and install a washer, P/N 

L671M1005260, between the bearing block 

and the lever as depicted in Detail C of 

Figure 6 of EC135 ASB. 

(D) Remove the collective control rod from 

the bellcrank and install a washer, P/N 

L221M1042208, on each side of the collective 

control rod and bellcrank as depicted in 

Detail D of Figure 6 of EC135 ASB. 

(E) At intervals not to exceed 800 hours 

TIS or 36 months, whichever occurs first, 

inspect the bearings in the LH guidance unit, 

RH guidance unit, cyclic control, upper 

guidance unit, and linear voltage differential 

transducer plate for play. If any bearing is 

loose, replace the affected bearing with an 

airworthy bearing. 

(2) For Model MBB–BK 117 C–2 

helicopters: 

(i) Within the next 100 hours TIS or at the 

next annual inspection, whichever occurs 

first, modify the LH and RH guidance units 

and the lateral control lever by installing 

bushings and washers to prevent shifting of 

the bearings in the axial direction as follows: 

(A) Remove and disassemble the RH 

guidance unit and install a bushing, P/N 

L672M1012260, between the lever and the 

bracket as depicted in Detail B of Figure 4 of 

Eurocopter Alert Service Bulletin MBB 

BK117 C–2–67A–010, Revision 3, dated 

February 8, 2010 (BK117 ASB). Remove and 

disassemble the LH guidance unit and install 

a bushing, P/N L672M1012260, between the 

lever and the bracket as depicted in Detail C 

of Figure 4 of BK117 ASB. 

(B) Remove the lateral control lever and 

install new bushings in accordance with the 

Accomplishment Instructions, paragraphs 

3.C(9)(a) through 3.C(9)(g), of BK 117 ASB. 

(C) Identify the modified lever assembly by 

writing ‘‘MBB BK117 C–2–67A–010’’ on the 

lever with permanent marking pen and 

protect with a single layer of lacquer (CM 421 

or equivalent). 

(D) Apply corrosion preventive paste (CM 

518 or equivalent) on the shank of the screws 

and install airworthy parts as depicted in 

Figure 5 of BK117 ASB. 

(E) At intervals not to exceed 600 hours 

TIS or 24 months, whichever occurs first, 

inspect the bearings in the RH guidance unit, 

LH guidance unit, and lateral control 

guidance unit for play. If any bearing is loose, 

replace the affected bearing with an 

airworthy bearing. 

(f) Alternative Methods of Compliance 

(AMOC) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Matt Fuller, 

Senior Aviation Safety Engineer, Safety 

Management Group, Rotorcraft Directorate, 

FAA, 2601 Meacham Blvd., Fort Worth, TX 

76137; telephone (817) 222–5110; email 

matthew.fuller@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(g) Additional Information 

The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 


tkelley on DSK3SPTVN1PROD with PROPOSALS
40050 Federal Register / Vol. 78, No. 128 / Wednesday, July 3, 2013 / Proposed Rules 

No. 2010–0058, dated March 30, 2010. You 

may view the EASA AD at http:// 

www.regulations.gov in Docket No. FAA– 

2013–0555. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6710, Main Rotor Control. 

Issued in Fort Worth, Texas, on June 18, 

2013. 

Kim Smith, 

Directorate Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–15956 Filed 7–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0540; Directorate 

Identifier 2012–NM–185–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 an 

existing airworthiness directive (AD) 

that applies to certain The Boeing 

Company 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. The existing AD 

currently requires repetitive inspections 

for wear damage and cracks of the 

fuselage skin in the interface area of the 

vertical stabilizer seal and fuselage skin, 

a detailed inspection for wear damage 

and cracks of the surface of any skin 

repair doubler in the area, and 

corrective actions if necessary. For 

airplanes on which the fuselage skin has 

been blended to remove wear damage, 

the existing AD also requires repetitive 

external detailed inspections or high 

frequency eddy current inspections for 

cracks of the blended area of the 

fuselage skin, and corrective actions if 

necessary. Since we issued that AD, we 

have received a report of wear through 

the fuselage skin that occurred sooner 

than the repetitive inspection interval 

specified in the existing AD. This 

proposed AD would reduce the 

repetitive inspection interval and 

change certain corrective actions. We 

are proposing this AD to detect and 

correct wear damage and cracks of the 

fuselage skin in the interface area of the 

vertical stabilizer seal and fuselage skin 

in sections 46 and 48, which could 

cause in-flight depressurization of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by August 19, 2013. 

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 AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H– 

65, Seattle, WA 98124–2207; phone: 

206–544–5000, extension 1; fax: 206– 

766–5680; Internet: https:// 

www.myboeingfleet.com. You may 

review copies of the 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; 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–2013–0540; Directorate Identifier 

2012–NM–185–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 June 19, 2009, we issued AD 

2009–14–02, Amendment 39–15951 (74 

FR 30919, June 29, 2009), on the 

products listed above, which 

superseded AD 2002–26–15, 

Amendment 39–13003 (68 FR 476, 

January 6, 2003). AD 2009–14–02 

requires repetitive inspections for wear 

damage and cracks of the fuselage skin 

in the interface area of the vertical 

stabilizer seal and fuselage skin, a 

detailed inspection for wear damage and 

cracks of the surface of any skin repair 

doubler in the area, and corrective 

actions if necessary. For airplanes on 

which the fuselage skin has been 

blended to remove wear damage, AD 

2009–14–02 also requires repetitive 

external detailed inspections or high 

frequency eddy current inspections for 

cracks of the blended area of the 

fuselage skin, and corrective actions if 

necessary. AD 2009–14–02 resulted 

from reports of skin wear damage on 

airplanes with fewer than 8,000 total 

flight cycles. Additionally, there were 

three reports of skin wear damage on 

airplanes on which Boeing Material 

Specifications (BMS) 10–86 Teflonfilled coating was applied (terminating 

action per AD 2002–26–15). We issued 

AD 2009–14–02 to detect and correct 

wear damage and cracks of the fuselage 

skin in the interface area of the vertical 

stabilizer seal and fuselage skin in 

sections 46 and 48, which could cause 

in-flight depressurization of the 

airplane. 

Actions Since Existing AD 2009–14–02, 

Amendment 39–15951 (74 FR 30919, 

June 29, 2009) Was Issued 

Since we issued AD 2009–14–02, 

Amendment 39–15951 (74 FR 30919, 

June 29, 2009), we have received a 

report of wear through the fuselage skin 

between body station (STA) 2598 and 

STA 2638, stringers S–2L to S–3L. The 

wear developed in less than 3,657 flight 

hours since the previous inspection, 

which was less than the repetitive 


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